Ford of Britain wanted to make a British brand identity and differentiate its passenger and commercial lines.

The E83W range was powered by Ford's sidevalve engine which produced 30 hp with a 3-speed gearbox, and was heavily geared down in the rear axle.

Available with a payload of up to 5 tonnes, the then very modern truck in cab-over-engine design enabled greater manoeuvrability in urban environments.

By means of a three-speed (optional four-speed) manual transmission and cardan shaft, the drive was made to the rear wheels.

Immediately after the end of the war, numerous improvements were introduced, the most outstanding of which were a new braking system and a tractor unit.

In addition to the Commonwealth of Nations, it was also offered in continental Europe, but not in Germany (where it was seen as unnecessary as the similar Rhein and Ruhr models were sold there).

It was built by coachbuilder Briggs Motor Bodies and was supplied in almost the same form for the Dodge 100 and the Leyland Comet.

A four-wheel drive 3-ton variant (ETF6) with the Canadian V8 engine with vertical valves and a cab-over-engine cab from British Light Steel Pressings was also built.

Additionally, a normal control version using the cab of the discontinued Ford FK range was also offered under the NC designation and was later renamed the K series.

A light car derived van based on the Ford Anglia / Prefect 100E saloon range.

It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the Ford Squire estate car versions of the line.

These names defined, in Imperial measurements, the recommended maximum load weights (approximately equivalent to 250 and 350 kg respectively) of the vehicles.

A copy of the Fordson 7V was produced in France by Ford's local subsidiary and partner Matford as the F917WS model in their Poissy factory.

The Nazis used a number of these trucks, but sabotages made by the French workers who were not fond of their ideals led to production ending the following months and the army using only German Ford trucks while the Poissy plant only delivered parts to Germany to keep production running.

In 1951, the French Ministry of Defense placed a major order for 2000 diesel engine trucks with 6x6 all-wheel drive.

Because of the austerity plans in 1952, the government withdrew its order and Ford France boss Lehideux immediately dismissed several hundred workers.

Nevertheless, a version for the French military continued in production under the Simca and later Unic brands in the company's plant in Suresnes.

After 1994–1995, a number of SUMB vehicles were converted to use Renault engines as the outdated Ford design was very much uneconomical by now.

This was marketed in France under the Unic brand, effectively filling the gap left by the Simca/Unic SUMB by one of their own models.

By the 1980s, Ford was still very successful on the segment and offered the Escort Van, Transit and Cargo alongside the P100, Courier and Transcontinental models.

However, during the 1990s Ford started facing major problems on the medium-duty segment and was forced to sell its Langley truck plant to Iveco who managed to establish more themselves on the British market by also offering the Daily and Eurocargo models under the Ford brand alongside the original Iveco models, effectively expanding their network dealer.