2000 ford excursion limited slip

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How do I find the axle ratio and limited slip of my Ford?

To determine the axle ratio of your vehicle, locate the two-digit axle code first, then use your vehicle's towing guide to find the axle ratio that corresponds to that code. If your vehicle has a limited-slip differential, it will be noted as "Limited Slip."

The instructions below will walk you through the steps.

Step 1 - Locate the Axle Code

To find the axle code:

Step 2 - Find the Axle Ratio

To locate the axle ratio after you have found the axle code:

• Visit the  RV & Trailer Towing Guides page on the Ford Fleet website.

Select the Towing Guide for your vehicle's model year.  

Note: Rear axle ratios are available for 2008 and newer models. If you need the rear axle ratio for a vehicle produced before 2008, contact our Customer Relationship Center via Live Chat or call us at 1-800-392-3673 .

• Refer to the Axle Ratio table to determine your rear axle ratio and limited slip.

Note: To search the Towing Guide, press CTRL + F  to open a search box in your browser. You can then enter any term, such as "Axle Ratio," to search the guide.

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how can I tell if rear axle is posi, limited slip, or crappy single track?????

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Hey guys, How can I tell if a rear axle is posi, limited slip, or crappy single track like mine? I'm sick of having to get out and lock in 4wd in the snow (auto hubs long gone), and have a few axles in my area I can get my hands on, and am willing to swap if they're better! Thanks all.  

Probably the quickest way is to look at the axle code on the federal sticker that's on the drivers door. Then look here: What rear end ratio is in my Ford , do I have positraction? - Drivetrain.com  

i KNOW THIS IS A LITTLE OLD BUT JUST LOOK AT THE AXLE TAG ITS BOLTED TO THE DIFF COVER. ALL THE INFO AND THE BUILD DATE IS ON THERE.  

The axle on an Excursion would be the same as an SRW pickup. The tag will have the ratio on it in the form of 3 73, and if it's a limited slip the tag would say 3L73. The only options in a factory axle would be friction clutch disk type limited slip, or open differential. The other thing to do is install a limited slip or locking type differential in your axle.  

Jack it up, put it in neutral, and turn one wheel by hand. Pay attention to what the wheel on the other side does.  

What should the other side do? Mine rotates in the opposite direction. I hear that over time the LS can "wear out" and not work so well. Is that true? I know it is importaant to use the addative for the fluid. Can that wear out? I have not changed mine in years but it does not leak and has light duty. I put in Royal Purple when I put the alum finned cover on but that was a long time ago. I have not had any weird noises but I should change it for piece of mind I guess.  

Both tires should be going the same direction for the jack up method.. Opposite direction means NON posi.  

So, the question is where did it go? The window sticker says it has it, I saved it since it was never stuck to the window. I hear they can wear out? is that possible? I had noticed on a dirt road sometimes only one wheel spun when in the past both did. 250k may have worn it out....  

replace the gear oil and add new friction mod and go drive it. if no good then replace the lim-slip  

My stock limited slip was chattering around corners really bad. Friction modifiers, gear oil change did not help. I bit the bullet - regeared to 4.10 ratio and Detroit TruTrack geared limited slip. Never wear this one out. Works great and love to 4.10's, especially when towing. Lost about 1 mpg when not towing, but gained 2 mpg when towing due to the gear change.  

I'll try the fluid change, it has been a long time. I guess I am not too worried, its not like I really need it unless it can get worse and explode. I may just leave it if the change does not work.  

Step hard on the skinny pedal and see how many black marks are behind ya....lol  

But what is really "limited slip", does it mean it locks up always or just some times. I mean an ARB locker or a Detroit Locker is really locked solid when engaged, What really does the LS do? And under load will the wheel with the least grip turn and not the other. There has to be some give and take in order to make it drivable and go around corners.  

The factory type limited slip (otherwise known as an "unlimited slip" since it's pretty much worthless) uses a clutch pack on each axle shaft that is basically supposed to transfer some torque over to the axle with better traction when you get in a slippery situation. The problem is that when you are on a really slippery surface, the factory style limited slip is just unable to transfer power to the other side, so the low traction tire spins freely just like it would with an oepn differential. Limited slips sometimes need a little resistance on the slippery tire to transfer the torque. Next time you find yourself in a slippery situation, try lightly applying the brakes when you lose traction - this fools the limited slip into thinking that the tire has more traction and it helps the differential transfer power to the other side. A limited slip like the Detroit locker is very effective since it uses a different style of locking mechanism. The problem with them is that they work so well that they naturally chatter when you turn a corner - that's the limited slip action locking and unlocking. There's nothing you can do to make that noise go away since that's the way it's designed to operate. I never has much luck with my factory limited slip, so I yanked it out and put in an air locker. If you don't want to go with a selectable type locker (ARB air locker or Eaton e-locker), the Detroit Locker limited slip works very well, but you have to put up with the chatter and noise. As far as testing a junkyard axle, it's pretty much been described right. Just turn the wheel on one side - if the other side turns the opposite direction, the differential is either an open differential or possibly a limited slip with worn out clutch packs. If the the wheel on the other side turns the same direction, it's probably a limited slip (unless someone welded the spider gears in the differential, making what is called a Lincoln locker - in reference to a Lincoln welder - it's basically a full-time locker done for very cheap - not very likely that you would find one like that).  

Clutch-type LSDs rarely last 50K. You have 250? It's long gone. Detroit locker is a bit violent, but their TrueTrac is seamless, smooth, works perfectly and I couldn't be happier with mine. And there are no clutches to wear out. DOC  

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Ford Excursion Rear 10.5-inch Differential with Limited Slip 1999-2005

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Product Description

We are proud to offer this remanufactured 10.5-inch Rear Differential for the 1999-2007 Ford Excursion SUVs.  This rear diff is configured with a 3.73 gear ratio and Limited Slip.  This rear diff has been rebuilt by our experts and comes with our 3-Year warranty.  Ready to bolt right into your drivetrain, add fluids and you're back on the road again!  

This rear diff will fit the following years of the Ford Excursion:

When you order from National Differential, you can expect more customer service than your average online store.  We are located in Colorado Springs, Colorado and we have over 34 years professional experience in rebuilding and remanufacturing the highest quality in Ford drivetrain components . 

DON'T BE FOOLED BY THE COMPETITION - Our Differentials are complete with axles, hubs and backing plates!

Call us for custom gear ratios!

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Excursion limited slip axle advice

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Mostly use my 2000 excursion 4x4 for on road towing. I do get very frustrated with the poor traction with the open diffs. There are occasions where I am pulling my boat out of the back yard and the vehicle spins two tires on wet grass and I can't move. Looking at the best low cost options to get limited slip or lockers. Would guess that do to my uses I would want limited slip (or selectable locking) in the front and limited slip in the rear. Would it make since to buy a used limited slip complete housing for the rear versus upgrading my axle? What are the best relatively low cost options for the D50 front? Thanks. Gary  

factory limited slip for the rear I have one in the garage  

I just got done completely rebuilding my 10.5 in my '99 Superduty. Bearings went bad and took out the R&P. I ordered up a complete kit through Six States who beat Jeffs Bronco Graveyard...Here's the kit http://broncograveyard.com/bronco/i-31970A_10_25_10_5__rear_end_rebuild_kit.htm Jeffs is great but Six states is local for me and price was $749. You can have my old LS carrier if you pay shipping. There are pinion scoring marks on the carrier but still worked. Personally if I were going to tear into it. I would just buy a complete kit and be done with it. You will run into 10.5" and 10.25" parts, just be sure you get the right bearings ect. I went with the 10.25 which actually gives you a bigger pinion bearing. Good luck.  

I prefer the True Trac LS for the rear. I do them constantly when regearing superduties. It uses a worm gear design that wont wear out like clutches. For the front I would run an Auburn Ected LS/Elec. Locker, and consider going to manual locking hubs. I used to have an Auburn Ected and loved it.  

Thanks for the input. Anyone have experience with the Yukon Power Lok?  

Thanks for the input. Anyone have experience with the Yukon Power Lok? Click to expand...

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Limited 4dr 4x4 2000 Ford Excursion Review

2000 excursion new car test drive, sure it's big, but it's a great piece of hardware., introduction.

Everyone likes to joke about the new Ford Excursion. It is, indeed, the biggest sport-utility vehicle on a planet chock full of SUVs. Its size has drawn sharp criticism from some quarters, charging it with lackluster fuel economy. But the Excursion is no larger than the hundreds of thousands of Ford Super Duty pickups that share its platform. And there are, indeed, some folks who can put a giant sport-utility vehicle to use. They tow heavy trailers, haul bunches of people and move acres of cargo. So who are we to judge? We're here to evaluate, not judge. Besides, we like the Excursion.  Ford did an excellent job on this vehicle. It rides impressively well for a three-quarter ton truck. It is capable of carrying an enormous amount of cargo. Six people and their baggage can travel in supreme comfort; eight or nine people can be belted in when necessary. Best of all, the Excursion provides an exceedingly stable platform for pulling trailers of up to 10,000 pounds. 

Ford's new Excursion comes in two levels of trim, XLT and Limited. XLT sports a nice cloth interior with comfortable seats that offer good support for long drives and a high level of standard equipment. The Limited trim adds leather and a few more goodies that are optional on the XLT.  Three engines are available, a V8, a V10 and a diesel. And, of course, there's a choice of two- or four-wheel drive. The base XLT 4x2 retails for $34,135. We drove a $37,450 XLT 4x4 with the V10. The diesel adds about $4,000 to the bottom line. 

Based on Ford's new Super Duty F-Series pickup trucks, the 2000 Excursion is more than seven inches longer than the Chevy Suburban, the former SUV heavyweight. Inside 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 off generous legroom, headroom and elbow room. The dash is attractive and well-designed and all of the controls are easy to find and operate.  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 traditional split doors. The rear doors are half height, like Dutch doors. Split in the middle, 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. Ford expects 70 percent of all Excursions will be sold with the V10. 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 diesel engine is also available for about $4,000 that produces 235 horsepower and a whopping 500 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 $255 all-terrain tires, and the $75 skid plate. Optional $60 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. 

The Excursion comes with a nicely designed interior. The seats are comfortable and, unlike the Ford Expedition, there's lots of legroom and headroom in the Excursion whether you're in a first-, second- or third-row seat. 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 carry four or 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 up a three-day float down Oregon's Deschutes River. 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 the Portland area. Cruising along steadily with this load, the Excursion demonstrated its virtues of size, stability and power. The weary group of fishermen sang its praises all the way back to Portland. 

Driving Impression

Cruising along in an 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've got 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 near Yellowstone. It's rock solid at 97 mph where a governor keeps you from going any faster. The EPA doesn't even rate trucks this big, but you should expect fuel economy in the 10-12 mpg range and we've seen 14 mpg on the highway.  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 500 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 16-18 mpg, but adds $4,000 to the bottom line. It takes a lot of long-distance driving to justify that. All Excursions come with a 44-gallon fuel tank, giving the diesel a range of more than 700 miles.  A few Excursions will be available with 5.4-liter V8s, but I suspect they would struggle if you loaded six passengers and luggage and headed for the mountains. It's a big station wagon for the flatlands or an economical engine for fleets.  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 subtle. The 4x4 rides and handles superbly, tackling corners with confidence and offering good grip on dirt roads. Strong crosswinds in the Madison River Valley and an 18-wheeler going in the opposite direction had little effect at high speed.  Of course, that long wheelbase means this 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, so you may have to slow down 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.  Perhaps most important, the Excursion is rated to tow trailers up to 10,000 pounds, so six fishermen could pull a hefty boat behind them. 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. I like overkill when towing long distances through bad weather and the Excursion should pull a 6,000-pound trailer better than an Expedition. Unlike most SUVs, all Excursions come with D load range light-truck tires, LT265/75R-16D. You may want the all-terrain treads if you drive on muddy trails, but the all-season tires are smoother and quieter for towing long distances.  There's no getting around the fact that this is a big vehicle and it's size was a bit more apparent in downtown Portland. However, if you don't mind big rigs, then you'll find this one surprisingly maneuverable and easy to park. 

Ford's new Excursion is the king of big sport-utilities. Supremely stable, it feels safe and secure on the open highway. Whether you've got 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. 

Model Lineup

XLT 4x2 ($34,135), XLT 4x4 ($37,450), Limited 4x2 ($37,785), Limited 4x4 ($40,880). 

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Kentucky. 

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2000 Ford Excursion trims (4)

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Used 2000 Ford Excursion Limited - Specs & Features

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New auburn 10.25/10.5 ford limited slip posi 35 spline.

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Identify Your Ford Truck Axle From The Door Sticker

There’s no question, the easiest way to identify the axle and gear ratio in your truck is from the door sticker. If you open the drivers door and look at the door jamb, you’ll see a sticker like the one shown below:

You’ll see that the area labeled (F) is for the Axle Code.

Here are some examples of actually stickers:

Once you know the door code, go to the chart below to identify it. If for some reason you find a code missing from the chart and would like to add it, please use the Contact Page .

You’ll notice that there are some codes with different gear ratio’s listed. Unfortunately, the same codes were reused in different years. If you have any more information to help narrow these codes down, please use the Contact Page .

2004 Ford Super Duty Axle Codes:

31 — 3.73 non-limited slip, F-250/Excursion 32 — 4.10 non-limited slip, F-250 41 — 3.73 non-limited slip, F-350 61 — 3.73 non-limited slip, F-350 73 — 4.30 non-limited slip, F-450 75 — 5.38 non-limited slip, F-450 78 — 4.88 non-limited slip, F-450 81 — 3.73 non-limited slip, F-350 88 — 4.88 non-limited slip, F-350 95 — 5.38 non-limited slip, F-550 98 — 4.88 non-limited slip, F-550 C1 — 3.73 limited slip, F-250/Excursion C2 — 4.10 limited slip, F-250/Excursion C3 — 4.30 limited slip, F-250/Excursion D1 — 3.73 limited slip, F-350 D2 — 4.10 limited slip, F-350 D3 — 4.30 limited slip, F-350 E2 — 4.10 limited slip, F-350 E3 — 4.30 limited slip, F-350 EW — 4.10 limited slip, F-350 (ambulance package) F1 — 3.73 limited slip, F-350 F2 — 4.10 limited slip, F-350 F6 — 4.56 limited slip, F-350 G3 — 4.30 limited slip, F-450 G5 — 5.38 limited slip, F-450 G8 — 4.88 limited slip, F-450 GW — 4.88 non-limited slip, F-450 K5 — 5.38 limited slip, F-550 K8 — 4.88 limited slip, F-550 KW — 4.10 non-limited slip, F-550

2007 Ford Super Duty Axle Codes:

37 — 3.73 non-limited slip 3L — 3.73 limited slip 41 — 4.10 non-limited slip 43 — 4.30 non-limited slip 48 — 4.88 non-limited slip 4L — 4.30 limited slip 4N — 4.10 limited slip 4W — 4.10 limited slip (ambulance package) 53 — 5.38 non-limited slip 5L — 5.38 limited slip 8L — 4.88 limited slip

2008 Ford Super Duty Axle Codes:

35 = 3.55 non-limited slip 3J = 3.55 limited slip 37 = 3.73 non-limited slip 3L = 3.73 limited slip 4L = 4.30 limited slip 4N = 4.10 limited slip

2011 Ford Super Duty Axle Codes:

31 – 3.31 Non-Limited Slip 35 – 3.55 Non-Limited Slip 37 – 3.73 Non-Limited Slip 3E – 3.73 Electronic Locking 3H – 3.31 Electronic Locking 3J – 3.55 Electronic Locking 3L – 3.73 Limited Slip 41 – 4.10 Non-Limited Slip 43 – 4.30 Non-Limited Slip 48 – 4.88 Non-Limited Slip 4E – 4.10 Electronic Locking 4L – 4.30 Limited Slip 4M – 4.30 Electronic Locking 4N – 4.10 Limited Slip 4W – 4.10 Limited Slip (Ambulance) 8L – 4.88 Limited Slip

More Codes:

1977 ford axle codes:.

Below is a axle code chart from 1977:

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2000 Excursion Limited

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Hi I am new to this forum and am in need of some help. I am looking at purchasing a used 2000 Excursion Limited for the purposes of towing a travel trailer that has a GVWR of 9000. I have been in contact with an individual who also tows a trailer and he has given me a couple of concerns with this vehicle. However, i wanted to get some insight from people on here who have this vehicle. The details on the truck are as follows: 2000 Limited 99,500 miles Triton V10 VIN #1FMNU42S8YEE15545 My questions are: What rear axle does this vehicle have? or how can I determine this. What tires were standard on these? really looking for the weight range. Will this tow a trailer of this size? I appreciate any and all feedback. Thank you, Brian  

You can dowmload or read an owners manual here: https://www.fleet.ford.com/maintenance/owners_manuals/default.asp Page 129 starts the towing lnformation. There's a link on the left for a VIN decoder. That should help with what you need.  

thank you for the response. I ran the decoder but it doesn't supply anything about the rear axle. I am really trying to determine the axle ratio to determine the combined weight I could tow. Brian  

31 3.73 non-limited slip, F-250/Excursion C1 3.73 limited slip, F-250/Excursion 32 4.10 non-limited slip, F-250 C2 4.10 limited slip, F-250/Excursion 33 4.30 non-limited slip, F-250 C3 4.30 limited slip, F-250/Excursion http://i899.photobucket.com/albums/ac191/rtg143/Label.jpg  

Thanks for the codes. I looked again on the piller sticker and there isn't a code listed. However, I took the vehicle to a mechanic who check the sticker on the diff and determined it's a 3.73 Possie. He also informed me that i need a little work done on it: Back brakes diff serviced new tires so my question is how difficult is it to replace pads on the excursion? thanks, Brian  

Ver easy. Take the wheel off and there are 2 bolts holding the caliper on. If you've ever done disc brakes before, you'll have no problem. The park brake is inside the disc, so no special procedure there.  

The Excursion won't have any trouble towing that. 9K is the max weight, so I'm sure the trailer base weight is only around 6.5K plus whatever you want to throw in it (fluids, propane, gear, etc) you'll still be under 9K. My 5.9L V8 3.92axle Durango tows 6.8K with ease. I can imagine the V10 Excursion will be similar as far as power to weight ratio is concerned. Don't worry too much with tires. As long as their a LT (light truck tire) load rated "E", you can tow anything. To put it into some perspective, you'd have to put 2100lbs on the hitch before you'd have to worry about your tires. Just be sure they're at the proper air pressure as well. Not having the diesel engine lowers overall vehicle weight, so you have more payload.  

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