Taking a design lead from the US parent, a well overdue new 10 / 12 / 15 cwt (1,100 / 1,300 / 1,700 lb; 510 / 610 / 760 kg) range was therefore decided upon, to be of the forward control type all based on the same 'outrigger' chassis.

On 'open' back models the rear chassis outriggers were designed to accept customers' own coachwork either attached via welded cleats or bolted directly.

More likely modification of the bodywork undertaken by 'closed' back purchasers would constitute removal of roof panels for elevating sections or the addition of windows as can be seen in many motor caravan conversions for example.

[2] A wheelbase of 84 inches (2,100 mm) was chosen, upon which was accommodated a van body of 180 cubic feet (5.1 m3) capacity, After some discussion, independent front suspension was sanctioned, but not of the MacPherson strut type which Dagenham had pioneered in the monocoque passenger car applications for which it had been specifically designed in the first place.

The low compression (6.9: 1) version of this engine, developing 53 bhp (40 kW) at 4400 rpm was chosen, with the Consul's regular high compression cylinder head (7.8:1) being optional on the new van, A further option was to be the Perkins 4/99 diesel, this being a 1.6 litre four cylinder unit producing only 42 bhp (31 kW), therefore somewhat marginal from a performance viewpoint but offering useful long term economies over the petrol engine.

A bold Thames nameplate appeared on the front beneath which was a circular emblem containing the appropriate figure identifying the vehicle's capacity class.

Other special bodies graced the pages of the 400E range catalogue, including tower wagons, luton vans, and an unusual flat truck with an air compressor.

The rear doors were also removed and a drop tailboard substituted, while a partition was put at the back of the cab area and a tip up seat built on to this bulkhead.

The Eagle Engineering Company of Warwick produced small tower wagon equipment for the 400E, while Tuke & Bell Ltd supplied a special little slide cover refuse truck, suitable for narrow alleys or pedestrian precincts.

Left hand drive 400E models were available from the start, thus ensuring healthy overseas sales, with one of the many European countries taking the 400E van being Denmark where the Ford Motor Company had an assembly plant.

These were some of the vehicles chosen to tow trailer fire pumps at the start of the war, no doubt because of their performance potential in an emergency situation.

Another rather special type of van had come into use by some of the newspaper distributors, who required a vehicle of about 200 cubic feet (5.7 m3), but with the performance of a sports car.

Whether because of the higher rate of purchase tax which was current at the time, or for some other reason, very few of the de luxe estate cars appear to have been sold in Britain.

Recently a 1960s photograph appeared in a major UK vintage vehicles magazine that shows a Fordson tractor fitted with a 400e cab.

Other interesting conversions of the 15 cwt were special PSV (Public Service Vehicle) models which were produced by Martin Walter and Kenex.

To comply with the then-current PSV regulations it had a raised reinforced plastics roof panel in order to achieve the required headroom.

Vertical grab rails were provided at the rear, the seats had the necessary spacing, and a bar type lifeguard was fitted below the side of the body between the wheelarches.

A Ford Thames 400E Express Bus, cream-coloured and sporting license plate number 6834 KD, had been the Beatles' workhorse since the summer of 1962, when manager Brian Epstein purchased it via Liverpool car salesman Terry Doran.

The Thames van was also instrumental in helping the motorised caravan or campervan to establish itself in a period when people were extending their horizons with regard to holidays and camping.

The Ford Thames 15 cwt van formed an ideal base for a motor caravan because it could double as an ordinary vehicle during the week and be used for picnics or breaks away from home at weekends.

For convenience a higher roof line was needed, although some conversions used the elevating or folding extensions to minimise travelling height and cost.

& Co. Ltd.; Peter Pitt; and Martin Walter Ltd., all appeared in Ford's "Holiday Adventurers" brochure dealing exclusively with motor caravans.