excursion 7.3 hp

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Buying a high mileage 7.3 Excursion?

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So what do the current and past Excursion owners have to say about buying a high mileage 7.3 Excursion. I'm looking at a two from down south with no rust and between 250k and 350k miles on the original motors. The two I'm looking at is one with 250k and original owner and 348k and the 2nd owner. Just looking for obvious things to look for that would throw up a red light to an experienced Excursion owner  

considering its just an suv body sitting on a truck chassis, treat it just like you would a non-excursion.  

Have you heard of the "Oil cap test"? With the engine running, take off the oil fill cap. Some smoke will come out, that is normal. Turn the oil cap upside and put it over the fill hole. If the pressure coming out of the hole blows the cap off, the engine has excessive blowby. I would steer clear. My 7.3 Excursion has 255k on it and won't even blow a napkin off the oil fill. If the engine has been properly maintained, there is no reason to fear 250k. 350k might scare me away though. I guess it depends on the price and how long you plan to keep it. And whether you hope to sell it when you are done. 350k is not an easy truck to sell. Anyway, good luck. I love my X, although it will be for sale soon. Just need a pickup, otherwise I would never sell it. Hey, you wanna come and buy mine?  

One thing to know going in is that if it hasn't been done already, plan on replacing the front springs. Those heavy motors wear the springs out, and being that an X sits a little lower than an F250, the axle bottoms out against the frame over no big deal bumps. It'll knock the fillings out of your teeth! I chose to put a 3" lift kit in mine. Not only was it new springs, bushings and shocks all in one, but it moved the axle 3" further from the frame, giving it more travel without bottoming out. Truck rides better, handles better, looks better, and it took care of all those maintenance items in one shot.  

No I didn't know about the oil cap test. I run my vehicles until the bodies are gone or the cost to repair them mechanically is not a wise investment. I'm looking for a 7.3 engine so that I don't have to spend thousands of dollars bullet proofing a 6.0, like I'm currently doing for my 2005 F250 CrewCab truck that I am building. I'm also tired of paying the local Chevy dealer insane money to fix my 2008 Escalade ESV Platinum vehicle that is so f*#*#*# complicated that I will never ever buy another one if I get my way, but my wife may disagree. LOL  

at 250k I would prepare for the worst and lets just say from my experience at those miles I would expect the following to be need to be done if it hasn't recently. all 8 glow plugs, both under the valve cover harnesses- aprox: $250 USE OEM you don't want a cheap glow plug tip melting off or stripping... Hpop lines-$140 from cncfab llc fuel bowl revuild kit like $68 IPR/ICP sensors plus wire harness ends $450 oil cooler kit like $70 at250k plus its really 50/50 on injector but assume motorcraft stock remans maybe $1k-1500 plus 8 injector o ring kits maybe $60-70 USE OEM.... autozone, oriley ones will make you regret when they fail couple hundred miles down the road... use OEM for all the parts above you can research and see the nightmare generic brand IPRs and UVCH caused powerstroke owners... total like : 2500$ assuming the worst etc. Also the transmissions being a 4r100 arnt known to last much more than 150k so at 250k or 350k+ assume like $2500 for rord reman or a bit more for a sam wyse stage 1 or bts stage 1. still was cheaper than my previous 6.0ls but at 20 yrs old they just have more thins that will need replaced sooner than later and again stick with oem parts/ o rings or you'll end up doing many thins twice costing more $$ and time in the end vs maybe 20% more upfront etc. This is all generally speaking from prices I pay at riffraff diesel and cncfab llc. every truck will be different and excursions are not much different except the PATS security system within the first year I had to do glow plugs, uvchs, then 2 years later ICP, and IPR, and hpop lines, then fuel bowl reseal but my truck is now 100% leak free  

Maybe I should look for one with around 150k miles on it. I found a few but they are a little more money, but I wouldn't have to do as many repairs right away as one with 225k or more miles.  

With regular maintenance my 01 is at 295k. I've done a turbo, glow plugs, and the harness. Also grenaded the trans at 275 but I drive it like a sport car. This truck has zero blow-by, will blow off the tires, and pulls my boat or Jeep on a trailer like nothing. Upgrading the torque converter was a huge driving improvement for me and I'm running f350 springs which firm up the handling, provide a very small lift, and allows for slightly bigger tires. My wife drives it daily and absolutely loves the truck. Annoying things are the door sensors, back hatch seal. I've been broke down a few times over the 10 years I've owned it for the following: glowplug/injector harness melted, trans blew up second gear and took out the rest(limped to shop), and cps ( I was deployed and wife had to call it in) but is a 10 minute fix. They are great trucks.  

A couple of threads for you to take a look @: (both are found in the 7.3L Tech File Section) What to look for when buying used 99-03 PSD You just bought a 7.3L, now what?  

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• Limited 7.3L 4x4

Limited 7.3L 4x4 2003 Ford Excursion Review

2003 excursion new car test drive, they dont come any bigger than this., introduction.

The Ford Excursion is the king of big sport-utilities. It is supremely stable; it feels safe and secure on the open highway. Whether you have a lot of cargo to carry, a bunch of people to transport, a big trailer to pull or all of the above, the Excursion is ready for whatever you throw its way. It's a beast, however, taking up more garage space, parking space, and street space than anything else this side of a dually. 

Ford Excursion comes in two trim levels: XLT and Limited.  The XLT includes three versions: SSV, Base and Premium while the Limited offers Base and Ultimate versions.  All XLTs come with a nice cloth interior with comfortable seats that offer good support for long drives and a high level of standard equipment. The Base version adds body side cladding, a cargo net, day/night mirrors, a removable third-row seat and chrome steel wheels. The Premium upgrade includes a center floor console, autolamp headlights, rear-seat audio controls, running boards, six-way power front seats, a trip computer, alloy wheels and power rear quarter windows.  Limited trim adds automatic front air conditioning, wood grain trim, fog lights, turn signals on the exterior rear view mirrors, wheel moldings, power adjustable pedals, a reverse sensing system, leather seats and speed-sensitive intermittent wipers.  The Limited Ultimate adds a retractable cargo cover, HomeLink garage door opener, power adjustable pedals with memory feature, heated front seats and a deluxe steering wheel with audio and air conditioning controls.  Three engines are available: a V8, a V10, and a turbocharged diesel. And, of course, there's a choice of two- or four-wheel drive.  The base XLT 4x2 retails for $32,820. We drove a $38,235 XLT 4x4 with the V10. We've also driven a diesel, which adds about $4,000 to the bottom line.  Among the new equipment for 2002 is an available rear-seat entertainment system with a DVD player ($1,360). 

The Ford Excursion is based on Ford's Super Duty F-Series pickup trucks and is more than seven inches longer than the Chevrolet Suburban.  Excursion's rear cargo doors are split three ways. You can swing the glass hatch up for quick access to gear. This same glass hatch offers much better visibility rearward while driving than vehicles with traditional split doors. The rear doors are half height, like Dutch doors. Thus, they can be opened when you've got a trailer attached and can be swung nearly 180 degrees for easier access.  Excursion 4x4 models come standard with Ford's 6.8-liter single overhead-cam Triton V10. It generates 310 horsepower and 425 foot-pounds of torque. A 5.4-liter V8 is available as a no-cost option, but few will be built; it puts out 255 horsepower and 350 foot-pounds of torque. A 7.3-liter turbodiesel engine is also available, and produces 250 horsepower and a whopping 505 foot-pounds of torque.  If you drive off the pavement or on snow-covered roads, you'll want to opt for the $250 limited-slip, the $130 all-terrain tires, and the $75 skid plate. Optional $95 trailer mirrors feature little convex mirrors at the bottom that eliminate blind spots. Ford says the Class IV receiver hitch, which comes standard, is designed to prevent smaller cars from going underneath the rear bumper, while a specially designed BlockerBeam is designed to accomplish the same goal up front. 

Inside the Excursion is a comfortable interior. It doesn't matter whether you're sitting in the front seats, second row or third row, all of the seats offer generous legroom, headroom and elbow room.  Six adults can ride in comfort with 48 cubic feet of cargo space left behind them. For shorter trips, like going to a restaurant, the Excursion can seat eight people, or nine if you order the front bench instead of the bucket seats.  Remove the third-row bench seat, and the Excursion can easily carry five people and a lot of gear. Removing the third-row seat is easy: Flip the seatback forward, yank a bar at the foot of the seat and pull the seat toward the rear of the vehicle; it glides along on rollers. The seat weighs 75 pounds, but in short order I pulled it out and threw it into the back of another SUV on a cold Montana morning.  Set up as a two-seater, the Excursion can carry an outlandish amount of cargo. A sheet of plywood slides in easy and lays flat on the floor. Two people could sleep in comfort on the huge, flat cargo area. Believe it or not, we managed to fill an Excursion. We were finishing a three-day float-fishing trip. As planned, the river guide in charge of setting up camp had arrived at our vehicles ahead of us. He quickly stuffed all of the supplies from base camp and enough fishing equipment for eight people inside. When he was done stuffing, only seating for two remained and the rear-view mirror was rendered useless. Granted, he could have packed more efficiently, but he was grateful for such a large storage container.  After reorganizing the equipment and putting some of it into another vehicle, six of us piled into the Excursion and made the long trip back to town. Cruising along steadily with this load, the Excursion demonstrated its virtues of size, stability and power. I was surprised when this cynical group of fishermen sang its praises.  The Excursion comes with a nicely designed interior. The dash is attractive and well designed and all of the controls are easy to find and operate. 

Driving Impression

Cruising along in a 2002 Ford Excursion gives you a secure feeling. It's smooth and quiet.  The V10 is a delightful engine. It produces 310 horsepower and can propel the Excursion along the Interstate at high rates of speed. The V10 generates a very impressive 425 foot-pounds of torque at 3250 rpm. Tell someone you have a V10 and they think you're driving a rocket. But an Excursion 4x4 weighs about 7,200 pounds, so its acceleration performance at high altitudes seems no better than an Explorer or Expedition.  Still, it had no trouble passing other vehicles on two-lane roads. The Excursion is rock solid at 97 mph where a governor keeps you from going any faster. The EPA doesn't even rate trucks this big for fuel economy, but you should expect something in the 10-12 mpg range; we saw 14 mpg on the highway, but 10 mpg is more likely around town.  If you like diesel engines, you'll love Ford's turbocharged 7.3-liter Power Stroke. It seems unaffected by high altitude and I was amazed at its ability to accelerate past slower cars on two-lane roads. The diesel generates 505 foot-pounds of torque at just 1600 rpm, useful for pulling stumps out of your yard or pulling heavy trailers up steep ramps. Ford worked hard to reduce noise from the diesel both inside and outside the Excursion; but you still shouldn't expect to sneak up on anyone. The diesel gets around 16 to 18 mpg, and with a 44-gallon fuel tank, the diesel has a range of more than 700 miles.  On paper, the Excursion is with a 5.4-liter V8, but I suspect they would struggle if you loaded six passengers and luggage and headed for the mountains. This engine is best left as an economical engine for utility companies in the flatlands.  While the 4x2 comes with Ford's Twin I-Beam front suspension and coil springs, the 4x4 uses a solid front axle and leaf springs. Differences in ride and handling between the two are surprisingly subtle. The 4x4 handles well, tackling corners with confidence and offering good grip on dirt roads. It does not offer the ride sophistication of the newest generation Suburban and Yukon XL 1500-series models, however. At high speeds, the Excursion is stable. Strong crosswinds and an 18-wheeler going in the opposite direction had little effect.  Its long wheelbase means the Excursion is not a serious off-road vehicle. But the part-time four-wheel-drive system and 8.1-inch ground clearance should get you up some pretty gnarly dirt roads in nasty weather. The Excursion does not offer a system like GM's Autotrac, which distributes torque front to rear automatically for slushy, inconsistent conditions. But Ford's clever vacuum-controlled hub-locking system quickly engages four-wheel drive on the fly by pressing a button. A low-range set of gears is ready whenever you need to tackle steep, slippery terrain.  Most important, the Excursion is rated to tow trailers up to 10,000 pounds (more than enough to pull a hefty boat). All Excursions come ready to tow, with a Class IV receiver hitch and factory-wired seven-pin electrical connector; a four-pin adapter is also included. All Excursions come with D-load range light-truck tires, LT265/75R-16D. You may want the available all-terrain treads if you drive on muddy trails, but the all-season tires are smoother and quieter for towing long distances.  This is a heavy vehicle, however. It's so heavy that it doesn't offer a big payload.  There's no getting around the fact that this is a big vehicle and its size is apparent in downtown areas. The Suburban is easier to manage. However, if you're used to big rigs, then you'll find this one surprisingly maneuverable and easy to park. 

Ford's gargantuan sport-utility is a stable platform for towing heavy trailers and can at the same time carry a truckload of fishermen. It rides fairly well for a heavy-duty truck and it's luxurious and comfortable. For those who want to tow trailers up to 10,000 pounds, the Excursion is a good alternative to a pickup with a cap.  The Ford Excursion should not, however, be considered as an alternative to a minivan. It's far too thirsty, and its size and design make for poor maneuverability and handling when compared with minivans and light-duty SUVs. 

Model Lineup

XLT 4x2 ($32,820), XLT 4x4 ($36,075), Limited 4x2 ($38,795), Limited 4x4 ($41,895). 

Assembled In

Kentucky. 

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2003 Ford Excursion trims (30)

(XLT 5.4L Value) 4x2

(XLT 6.8L Value) 4x2

(XLT 5.4L Premium) 4x2

(XLT 6.8L Premium) 4x2

(XLT 5.4L Value) 4x4

(XLT 6.8L Value) 4x4

(Eddie Bauer 5.4L) 4x2

(XLT 7.3L Value) 4x2

(XLT 6.8L Premium) 4x4

(XLT 5.4L Premium) 4x4

(Eddie Bauer 6.8L) 4x2

(XLT 6.0L Value) 4x2

(Limited 5.4L) 4x2

(XLT 7.3L Premium) 4x2

(Limited 6.8L) 4x2

(XLT 6.0L Premium) 4x2

(XLT 7.3L Value) 4x4

(Eddie Bauer 6.8L) 4x4

(XLT 6.0L Value) 4x4

(XLT 7.3L Premium) 4x4

(Eddie Bauer 7.3L) 4x2

(Limited 6.8L) 4x4

(XLT 6.0L Premium) 4x4

(Eddie Bauer 6.0L) 4x2

(Limited 7.3L) 4x2

(Limited 6.0L) 4x2

(Eddie Bauer 7.3L) 4x4

(Eddie Bauer 6.0L) 4x4

(Limited 7.3L) 4x4

(Limited 6.0L) 4x4

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• 99 & up 7.3L Power Stroke Engine & Drivetrain

2003 EXCURSION 7.3L 4X4 STOCK SPECS

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Does anyone know the stock hp and torque for my Excursion ? Robert in NrthWst Houston TX The Raw Material guy at BOT WW HQ FOURJAW at yahoo dot com 03 EXCURSION LIMITED 4X4 7.3 AUTO aFe Magnum Force Stage 2 Intake System 4 Program Chip 0 40 80 120 A-pillar gauges, Pyro, boost, trans temp STOCK EXHAUST - FOR NOW STOCK TRANNY - FOR NOW (til i blow it up) Diesel Innovations ROCKS !  

I don't know, but I am interested in the info also. Wednesday I bought my X out of Houston. Allstate Motorcars on southwest freeway.  

Heh moxyspirit how do you like your Ex so far ?  

Hey you Houston guys I am in NW Houston (Tomball-Cypress) and am looking to buy a 7.3 4x4 Excursion. If you see a good one on a lot or know of one for sale by an individual let me know. dunbarkimmes at yahoo dot com. Robert, I am interested in your mods and would like to see your truck and discuss what I could do with one when I get it. I also need help on exactly which year model to get. I do not know what changes were made from 2000 to 2003 or the 2004 models with a 7.3. Any pointers to a FAQ that details them? Thanks, Dunbar  

[ QUOTE ] Does anyone know the stock hp and torque for my Excursion ? ... 03 EXCURSION LIMITED 4X4 7.3 AUTO [/ QUOTE ] 250 HP @ 2,600 RPM, 525 torque @ 1600 RPM  

I love it, but it is the wife's vehicle. I am starting to look for a Crew Cab dually 7.3L. The overhead MPG was reading 14.1. Now it is up to 16.6 Mpg, since I am running the 100Hp predator program. /ubbthreads/images/graemlins/phoney.gif I have replaced the water pump and ball joints, one door lock actuator and the rear end seal. Need to install the DIY tymar filter this weekend and the ccv mod. Also the coolant filter needs to installed.  

Thanks SmokeyWren 250 HP @ 2,600 RPM, 525 torque @ 1600 RPM [/ QUOTE ]  

Dunbar you need to talk to moxyspirit, it looks like he is WAY INTO more mods than me. All of mine have been made at Diesel Innovations on FM 1960 and Jones rd. The 7.3 was last sold in the 2003 model. It took me about 4 months to find mine. i was checking the chronicle, North Freeway Leader, Greensheet, ford's dealer website and trader dot com publications EVERY DAY. Finally found mine in New Braunsfels after having drove to Dallas, San Antonio and Beaumont. [ QUOTE ] dunbarkimmes at yahoo dot com. Robert, I am interested in your mods and would like to see your truck and discuss what I could do with one when I get it. I also need help on exactly which year model to get. I do not know what changes were made from 2000 to 2003 or the 2004 models with a 7.3. Any pointers to a FAQ that details them? Thanks, Dunbar [/ QUOTE ]  

moxyspirit You do realize that once you hook up a program or chip that your displayed "MPG" by the computer could be SEVERLY misleading ? When i went to get my Ex in New Braunsfels, it was recording 21 mpg and the dealer guy actually thought that was what it was really getting. when i got it home, and over to DI Perf for my chip, they told me it had some kind of program in the computer. I think David's program clears it out when on the 0 setting though. i drive the crap out of my Ex and still get 13 mpg around town, 17 on the hwy. (quote) The overhead MPG was reading 14.1. Now it is up to 16.6 Mpg, since I am running the 100Hp predator program. /ubbthreads/images/graemlins/phoney.gif  

My mileage is around 17 most of the time. It is just nice to see the computer change with the program. No, I did not realize the programmer effect. By the way. I am getting 19.25 mpg on the F250 since the installed the DP F5 chip running 80econo. Hand calculated, of course. It does not have an overhead, it is a XL. Now I need to install the 3.08 rear end gear like Dave Whittmer. He is in the 26 mpg area. You cannot change it on a 4x4 and no research has been done on non-4x4 with a auto transmission.  

Moxie can't you change the ratio if you change the FRONT AND BACK at the same time ? DAMN ! 26 mpg ?? where is his post, i gotta read this !! [ QUOTE ] By the way. I am getting 19.25 mpg on the F250 since the installed the DP F5 chip running 80econo. Hand calculated, of course. It does not have an overhead, it is a XL. Now I need to install the 3.08 rear end gear like Dave Whittmer. He is in the 26 mpg area. You cannot change it on a 4x4 and no research has been done on non-4x4 with a auto transmission. [/ QUOTE ]  

Look at the posts by username "Dave Whitmer".  

A few months back their was a write-up on him and his truck in one of the Diesel magazines (maybe "Diesel Power"). The story was short, but gave the idea of how good the mileage could be. The big change was the ratio. I called Dave at home and asked him a few questions (nice guy). The problem with the 4x4 is matching the ratio to the rear 3.08. It seems the last time we (I) talked on here about the gear ratio someone piped up with a front gear match, but I don't remember for sure. Dave even tows with it.  

Bump  

Heh Moxie i haven't had a chance to read all of his posts yet, but I will. Have you had any replies on the gearing issue yet ?  

I went back through my old posts. Did not find anything. Here is a link to Ring and Pinion: Click Me If it is possible, they will be able to help you. I looked through the front end stuff and only found 3.73 ratio and up. Good luck. When I go to the 3.08 ratio, I will buy from these guys.  

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7.3 TD (253 Hp) Automatic

2000 7.3 TD (253 Hp) Automatic

Technical specifications and auto data, engine info, performance specs, dimensions.

FULL CAR SPECIFICATIONS

Select Units

Ford Excursion

Modification

Start of production

End of production

Fuel tank capacity

167 l 44.12 US gal 36.73 UK gal

Engine displacement

7270 cm³ 443.64 cu. In.

253 hp (at 2700 rpm)

678 Nm (at 1600 rpm) 500.07 lb. ft (at 1600 rpm)

All wheel drive (4x4)

153 km/h 95 mph

Gearbox type

Number of Gears

Kerb weight

4037 kg 8900.1 lbs

5758 mm 226.69 in

2032 mm 80 in

- Top speed

Fuel system

Diesel Commonrail

Engine Location

Front, Longitudinal

Turbocharger

Number of cylinders

Valves per cylinder

Position of cylinders

Cylinder Bore

104.4 mm 4.11 in

Piston Stroke

106.2 mm 4.18 in

Compression ratio

Engine oil capacity

14.2 l 15.05 US qt 12.49 UK qt

31 l 32.86 US qt 27.28 UK qt

Color Index

Dynamic Efficiency

low Performance

0.063 hp/kg

1948 mm 76.69 in

3480 mm 137.01 in

Front track

1737 mm 68.39 in

Rear (Back) track

1730 mm 68.11 in

Ventilated discs

Assisting system

Steering type

Worm-reduction unit

Power steering

Hydraulic Steering

Coil spring

Leaf spring

Max. weight

4536 kg 10000.2 lbs

Luggage capacity

- Min. (seats up)

1359 l 47.99 cu ft

- Max. (seats down)

4145 l 146.38 cu ft

- Max. roof load

499 kg 1100.1 lbs

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At $8,000, Could This 2003 Ford Excursion Limited 7.3 Be A Pretty Big Deal?

The 7.3-litre Power Stroke diesel in today’s Nice Price or Crack Pipe Excursion is considered to be a member of one of the best engine families in Ford Truck history. That’s what makes these big beasts so desirable to their fans. Let’s see if this one’s price could be considered a stroke of genius.

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The seller of last Friday’s 2016 Volvo S60 T6 shot a number of the photos for their ad overlooking the Big Tujunga Reservoir, just off of the legendary Angeles Forest Highway. That’s right in my backyard and so I was keen to see your response to the car as well as the $17,499 asking price the seller had set for it. If you all thought it was a screamin’ deal, and it being so close, perhaps it’s a car I should look into.

Fortunately for my bank account and, more importantly, my relationship with my wife, a narrow 54 percent of you nixed the idea. That was the number of those dunning the car to a Crack Pipe loss, and potentially saving my marriage. Thank you, people, I owe you one.

We live in challenging times. We’re told by various sides that we should alternatively shelter in place and get back to going out and keeping the economy alive. It’s a conundrum with no easy solution for those of us not yet ready for the quietude afforded by the grave.

I think, however, that I may have found a solution. Check out this 2003 Ford Excursion Limited 4X2 SUV. It is inarguably, the largest wagon that Ford has ever produced for the consumer market. At 227 inches long and over 80 wide, the three-row Excursion could allow you effective physical distancing with others   while you’re still in the same truck.

That’s not the only attractive attribute this Excursion possesses either. Another is the 7.3-litre Navistar-built Power Stroke Diesel that sits under its massive hood. The 2003 model year was this engine’s last. At mid-year, it was replaced by the higher-output but soon to be discovered, woefully unreliable, Power Stroke 6.0. This was done to meet the competition on power and accommodate more stringent smog standards that were coming in ‘04 .

At 275 horsepower and a massive 525 lb-ft of torque, the 7.3 turbo diesel V8 isn’t exactly a slouch and it makes that power without the fuss for which the later six-ohs became known.

In fact, well maintained, i t’s not uncommon for the 7.3 to do half a million miles without blinking an eye. Astoundingly , t his one is more than half-way there, showing over 300K on the clock. Even more incredibly, the odo is about the only place those miles are evident.

Overall, t he truck does look to be in pretty good shape for those miles and a decade and a half of racking them up. The Mineral Gray Metallic paint appears to be without flaw and comes with color-matched lower cladding and rear bumper. Factory chrome wheels bookend the longest running boards you’ve ever seen and those are matched by a humongous side-exiting exhaust tip.

This being a Limited, it’s pretty swank inside. The three rows of seats get leather seating surfaces with captains chairs in the front and second pews. The upholstery looks to be in decent shape save for one back seat that seems to have gotten all the use. Up above there’s a DVD entertainment system and rear-cabin A/C controls since this thing is so big inside—a remarkable 146 cubic feet of cargo space—that, of course, it has different climate zones in front and back.

The big-ass storage area is accessed through Ford’s clever three-piece dutch door and liftgate back portal which gives you the choice of hatch or hatch and swingers . The load area on this one appears clean enough, although the entry apron looks either worn down or is where the Sahara desert is kept in the off-season.

Making up for that, you get a remote start for all those cold mornings when there are un-masked masses congregated around the truck and you need to warm it up. There’s also a custom grille in the nose which is nice, although that’s bookended by headlamps that have gone as yellow as an old man’s beard.

The seller says the truck has been garaged-kept and that makes me keen to see just what sort of garage can fit something this gargantuan. It has also apparently enjoyed on-time oil and filter changes, or so the ad says . There’s no word on other maintenance, and things like the high-pressure injectors on these do tend to need refreshing at around 200K. That, of course, is far in this Excursion’s rearview mirror. The title is clear and the asking price is $8,000.

The Excursion was Ford’s attempt to take on GM’s Suburban. It was the biggest of the company’s SUV lineup, a roll played today by an extended-wheelbase (MAX) edition of the smaller Expedition. There will likely never be a truck like the Excursion from Ford ever again. That means the used market is the only salve for those in need of such girth and vision that extends no further than the border of a Blue Oval badge.

That’s not necessarily a bad thing since these trucks have a rep for being surprisingly reliable, extremely comfortable, and hilariously overburdening when it comes to parking lot stalls. That’s a lot to like. Add to that the stellar 7.3 and you may have a winner on your hands.

The question for you, however, is whether this high-mileage example can command that $8,000 as it sits. Yes, it’s only 2-wheel-drive, but should you not need the added tire spinning capability, that factor makes this less complicated to drive  and a good bit better on the kidneys in terms of ride quality.

What do you think, could all that equal handing over $8,000 to take over ownership? Or, for that much, is this an Excursion you would not go out of your way for?

You decide!

Topeka, KS Craigslist , or go here if the ad disappears.

H/T to Daniel D. for the hookup!

Help me out with NPOCP. Hit me up at [email protected] and send me a fixed-price tip. Remember to include your Kinja handle.

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Irate Diesel Performance

Ultimate 7.3L Tow package (425-475RWHP)

If you are looking to put together a great tow combination that will pull like the new trucks but with out the $60,000-$85,000 price tag, this is for you!   This is a proven combination that will net you the most reliable HP and keep those EGT’s in check at all times, even at altitude!  (This list is assuming you have gauges or a monitor to watch engine vitals.)  Let us know if you have any questions!  This set up can for sure be done in steps if you like, give us a call for more info!

-160/30 (425hp), 205/30 HYBRIDS(Overall favorite injector for this power level) or 160-180/100 “A codes” (450hp), or 238/100’s (475-550hp) (for any HP 475+ we recommend head studs, valve springs and pushrods)  Hybrids are popular because you dont HAVE to do an aftermarket HPOP to get the listed HP.

Injectors can be bought from the builder of your choice : Here

-Adrenaline HPOP Here

-Standard Superduty ( Here ) or OBS fuel system ( Here )

Turbo size recommendations:

T4 364.5SXE We recommend for STOCK injectors and all injectors with a 30% nozzle (238/100’s can be used here also to get all out power but Head studs, Valve  Springs and pushrods are recommended).  This charger spools a couple hundred RPM faster than a 366SXE (GREAT FOR TOWING)  and has plenty of flow for STOCK power to around 500hp!  We recommend using a .91 housing.

T4 366SXE We recommend using this turbo for 100% nozzles.  While still spooling quick, this charger flows enough for 550-575hp on the big end with 100% nozzle Hybrids. We recommend using a .91 housing.

-Custom tuned Hydra Here

-Aftermarket intercooler is not needed but if you want to upgrade or need one for your 94-97 look   Here  or Here

-Mild built Stage 1 transmission Here 

-If not building a trans a valve body and a converter Here would be recomended

-4″ exhaust Here

This set up will provide OVER 400RWHP and around 750ft/lbs of torque and will tow that camper, or large trailer with ease and not have to worry about EGT’s.  If you have any questions please give us a call 503-435-9599 or email us [email protected] .

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How well does the 7.3 tow?

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Hey Powerstroke Nation, So I just bought my first diesel truck and couldn’t be more excited. I got a 2001 F350 Lariat Crew Cab 4x4 short bed with under 85k miles. I bought this thinking it would be a good tow rig for a decent sized RV. My question for you guys is, how well does this truck do towing around 10,000lbs? I know it’s rated at 12,500, but how well does it handle it? Are there any mods out there that specifically help the truck with towing? Any advice would be a great help. Thanks in advance.  

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10,000 lbs? probably will not even feel it until you hit a 13 mile long 20 degree upgrade.  

tjc, thanks that is reassuring. I’ve seen videos on the internet of these 7.3s screaming going uphill. Not sure how much they were towing in those videos but it made me a little weary. I know they don’t have the torque that these new trucks have.  

probably wannabe truckers with manual trans and winding it out in too low a gear. i used to pull a 17,000 lb mini excavator all over the northeast with my 88 7.3 IDI diesel. never had any problems at all, and i weighed out at 29,000 lbs truck trailer and machine. ya just have to know what you are doing.  

Your biggest problem with towing as you go up in weight is going to be the stability of the single wheels in the rear. Either when a problem comes up or you get into some good winds. A friend said that his F350 towed his trailer just great, that was until he had a blow out on one of the single rear wheels. Shortly there after he purchased a F350 dully.  

Bugman, would airbags or helper springs in the back help mitigate some of the instability of the SRW?  

You can't add anything that would make it as stable as a dully for towing. Thousands of owners tow lots of miles with single wheel vehicles and where I live on I-70 in Colorado I have been scared to death when I see what they are towing and with what they are towing with. Plus you need to be able to stop what you are towing if on a long down grade as we have here in Colorado. The trailer brakes will do most of the braking on these downgrades but the trailer brakes and trailer wheel bearings are two of the biggest neglected items that there is on a trailer. I see literally hundreds of trailers a year sitting on the side of the road with one axle jacked up and the owner working on getting a bearing replaced when if he would of checked them at home he would of had a nice trip.  

I get what you’re saying. I’m not trying to tow anything crazy, looking at a couple campers/5th wheels around 8-10k pounds dry. I can only assume that staying under the 12.5k rating I should be considered safe.  

I towed 7,500 lbs in the mountains of Arizona and New Mexico with my stock SRW 7.3and never felt the need for more power. Of course 7,500 lbs is not a lot and I kept my speed to 65 and below. Like was stated pulling will not be an issue, the bigger issue will be keeping your speed down on the grades and stability. When a semi blows past you and the bow wave hits the side of your trailer you will understand why the dually is superior. Even though my truck outweighed the trailer I still felt it.  

I tow 12,500lbs or very close to it with my OBS F350, and it has the same 12,500lbs capacity, and I think its plenty capable of towing much more. You should love the new truck! Especially with low miles!  

This summer I have dragged home some heavy stuff, a 8000# Takeuchi mini excavator on my 3500# deck over trailer..... then a 10,000# Case bulldozer on the same trailer (13,500 for you math wizards) and recently I helped my neighbor haul home (3+ hours) 7 pallets of used red brick (on the same trailer, best I figure the brick weighed about 16,000 (+ 3500 trailer)..... now that was a bit too heavy for my SRW 97 F350..... I would NOT do that again. in fact we switched trailers half way home so I got the "lighter" load because he drives a 2019 Dodge 3500 heavy duty with engine braking and all that jazz....... the brick was over powering my brakes on the downhills (not fun) But we made it safely and my 97 is a haulin SOB!! Found out later the fuse blew and my truck was not utilizing the trailers electric brakes (yikes) There is no replacement for displacement 444ci for the win! I love my 97, after the RSK and the intercooler it can tow pretty well. I did feel like my gasser zf5 manual trans and LUK clutch were going to launch into orbit pretty soon with that load of brick....things were getting hot.  

410customs so the 13500 wasn’t too bad then? The new truck has some aftermarket goodies, 4” exhaust, tune, and a k&n intake. It also has the gauge pod with EGTs trans temp and boost gauges. I’m thinking I’ll probably just run the 6.0 trans cooler, wicked wheel, and airbags.  

do yourself a favor and get rid of the k&n filter before it does any more damage.  

Any recommendations on what to replace it with? Just a factory intake? Or go with a better aftermarket option?  

13500 was not bad at all, I mean I could tell my truck was pulling something but it handled the weight no issue. The trailer brakes were working on that trip with the dozer. the funny thing is I looked up the weight of a Case 350 before I left and google told me it was 7000#....well I when I got there and bought it the dude is like this one weighs 11000, Im like WTF? well turns out case made a 350 tractor (7000#) and a 350 DOZER/crawler which is 10000 without the full ROPS (cage) soo this unit is 10K+. I was a little worried but the 97 did just fine. It was the load of brick that almost did me in, 7 pallets of used red brick, 500 bricks per pallet, a brick is 5# each (according to google) = 17500# + trailer = WHOA a little overloaded you could say 6 pallets on the trailer 1 on the bed I could handle the 3rd gear and 30 mph up the steep passes with 40 cars behind me all getting pissed...what I couldn't handle was the downhill with no trailer brakes...I was lucky to stop the load on a cutout and we switched trailers so I had the "lighter" one (with surge brakes) I think its just a fuse in my 97 I have had this issue before. Without the intercooler I would not be pulling this much weight. I watch my EGT's and hold them right at 1150-1200 degrees up the hills. 4th gear with that much weight is basically useless unless the road is flat, 3rd gear and hold it for any hills..... My zf5 trans was getting hot I can smell the fluid from the cab, clutch was getting finicky and front brakes almost caught fire....but hey we made it!! eventually I also have a 01 Excursion 7.3, with 210K miles on it she made 13 one way trips for us moving from CO to Idaho. Most of the trips she was hooked to a 36' enclosed race car trailer WAY overloaded with all of our crap. You want some white knuckle driving? that was it.... The excursion never skipped a beat, not once, in fact shes still driving the same now as she did before all of those trips. the 7.3 CAN TOW....it may not be a 2019 F350 with the 6.7L but these trucks are bought and paid for and with over 200K miles on them and still getting the job done without issue.  

That's insane, so far the fifth wheel RV we like is about 10500lbs dry, but I might still try to find one closer to 9000 so I can make sure I don't over do it. The truck only has 85k miles on it and has been babied for the last 18 years. It does have a solid rebuilt trans with a shift kit and a bunch of other stuff I cant remember off the top of my head. Not really sure what it all means anyways, I'm not very well-versed in transmissions. But I think durability wise, it should be up to snuff. I'm thinking I might try the ATS ported compressor housing and wicked wheel, but I might try pulling the camper stock to see how she goes.  

Yeah you found another unicorn.... That's like two in the last week here... Anyway, don't worry about weight til the springs start going the other way, and 12k ain't gonna do it. Whether you're heavy or empty you're only gonna go 45mph with that 7.3 but it'll keep doing it day after day a gallon low on oil and you're in a pist off mood. Good find man, and good luck.  

I've never towed anything, don't even know how to. But back when I worked at the diesel lot, my buddy towed his race car trailer with a 7.3 that he barowed from the lot and he said it was pretty slow. Said it went like 45 the whole way. Course he was used to towing with the newer stuff, like 6.0's 6.4's and 6.7 Cummins. From the 7.3's I've driven, I'd have to agree. They're pretty slow. It's crazy how much money they go for. I watched a 7.3 come in from auction and sell for 25 grand, before I even had time to look at it. The guy didn't even care what was wrong with it. And it was orange! Ugly ass truck, I thought anyway.  

That's not to say they're bad trucks, because they're not. Just a little bit gutless in comparison to what we got now. But that can be fixed with some money.  

Exactly, I wasn't thinking this was going to be a fast truck by any stretch of the imagination. I plan on spending some money on a few upgrades to get it where I want it before I even pick up an RV. I don't plan on racing it, that's what my cars are for. But just a few things here and there to help it cope with extra weight. Still won't be on the same level as the new trucks, but that's ok. As long as I get the legendary reliability from it, I'll be happy.  

But even left alone, they're friggin warriors  

The sad thing is if it wasn't for emissions dictated by the government you would still see new 7.3's being built and put into trucks. That is the whole reason that they went away from them in the first place and started putting the 6.0 into trucks. The old 7.3 DI engine is a workhorse that just keeps on working, unlike all the other engines that have come out since.  

and if you want a real 7.3, get a IDI. those things just run forever.  

Never worked on anything idi. That's old school stuff. Actually I've never worked on any pln stuff either. Not the fuel system anyway. HEUI and common rail. And heui is getting pretty old.  

IDI's are pretty much indestructible if you take care of them. change the oil every 5k miles, or 3 k if working it hard, keep the coolant SCA's current, and change the injectors and injector pump every 150k miles or so and they will run forever. i have 495K miles on my 88 and it still runs like new. a turbocharged 7.3 IDI is about equal in power to a first generation 7.3 powerstroke.  

E rated tires and good trailer brakes...good to go. 6.0L trans cooler wouldnt hurt either. i  

Easily argued the best V-block diesel ever made, and further arguable it's better than the 12 valve Fummins, which was a groundpounder itself. Just not a PowerStroke so it sucks lol.  

After putting in the hydra, mine goes alright  

If you're just after a hauler and not a show truck you can't beat what you got. That thing will pull all day long.  

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