excursion 5.4 fuel economy

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5.4L in an Excursion?

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The wife wants more seats than her Supercrew offers. I am considering a 5.4 liter (I am fond of the one we have in the Supercrew) in an Excursion. Am I all wet by thinking this is adequate power for an Excursion? She will not be towing. The V-10 is only $500.00 more. This is a kid hauler, and any help with mileage would be a bonus, but I do not want her underpowered on the expressways. John PS. She will not go for the Diesel  

The 5.4 gets about the same if not worse than the V-10 in the excursion.  

I test drove an Excursion w/ the 5.4 and 3.73 axle last year -- it was, shall we say, sluggish? The $500 for the V10 buys more than the larger motor. It also includes a higher capacity radiator (2 cooling rows instead of 1), a stronger rear diff (3 pinion gears instead of 2), and a tighter TC (1.90 vs 2.10 in the Ex). I also think the TCC is stronger, but I can't find the specs... HTH, crewzer  

Crewzer, I need help with the abbreviations. I drove the 5.4L with the 3.73, and agree it's no rocket. The V-10 felt "heavier", yet stronger, but not a bunch more pep. I understand it will drink 2 mpgs more than the 5.4L. I am curious about the 4.10 gear 5.4L match. My past present success with the 5.4L makes me want it to be the better choice. I have no ownership experience with the V-10, and am cautious about the reliability. John  

Crewzer, Good stuff. Unloaded, can you hang with your brother's truck? Again, I have been very pleased with the 5.4, and she won't be towing. John No Mo, I have considered the Expedition, but with the $3,000.00 rebate for the Excursion vs the $1,500.00 for the Expedition, I see more value for the Excusion for essentially the same price.  

johnlyon where did you get your 2 mpg better info for the 5.4L? Everyone I have talked with get worse MPG than I do with the 3:73 rear end. I am getting 12.2 consistantly in the Dallas area around town and between 14 and 16 on the Highway depending on the speed limit.  

No problem. Stronger rear differential Tighter torque converter (1.90:1 nominal stall ratio vs. 2.10:1) TCC = torque converter clutch I'm happy enough with the 5.4V8 and 4.10 combo in my 4X2 crew cab Super Duty. I wanted to get the V10 + 3.73 when I bought my truck in March 2000, but too many dealers told me about long waits for factory orders, so I bought mine off the lot. One of my brothers ordered his truck with V10 a few months later; he's very happy with the performance, and has had *no* problems of any kind. We both tow 3,250 lbs trailers. His winter mileage around suburbia was ~9, and he's seen 15 mpg's on the highway. My 5.4's winter suburban mileage was ~10, and I've seen 16 on the highway. One adjustment I've w/ the 5.4 made is to use mid-grade (89 octane) when towing at low altitudes (<2,500 ft), and 87 when towing above 2,500 ft. The engine is much more responsive, and it'll stay in overdrive longer before downshifting while climbing a hill. crewzer  

I am biased too, and hate the V-10. Those who've been here a while know why! I am very impressed so far with the powerband on my new 5.4/3.73 and mileage is better for short/in town trips. Highway mileage is about the same as the V-10 was. Here's the kicker, though: Banks now makes a powerpack for the 5.4 that will put you up to about 10 more rear wheel horsies than a stock V-10. Plus, you should get some mileage improvement and it will sound sweet! I would definatley go with the 5.4 and 3.73. Break it in a while, then put a powerpack on it if you need more. I was quoted about $1200 for the Banks kit from Fuel Injection in Allen, PA. I want to get a couple thousand miles on first and then I'm going for it. Good Luck  

summitx: Although I like the 5.4L in my superduty and think it's a fine engine choice, I've not hear that many negatives of the V10. Did you experience a problem with it? or was its performance not what you were expecting?  

KXH, My V-10 had a severe flutter problem. Go to http://www.idrive.com/summitx and download the mp3 sound files to hear it. It took a year of heavy battle with FMC to get any help. Finally, they put me in touch with a young guy who is the area rep for the Northwest (James Edwards) and he took care of me. Basically, he gave me a more than fair buy back on my old one and a $2000 voucher for a new one. I went with a 5.4 supercab and, although I really miss the Crew-Cab, I'm happy with it. The powerband is smooth and it seems to have the power where I need it most ~ 3-4000 RPM is just as tourqey as the V-10 was. Granted, the SC is a little lighter than a CC but.... I never towed anything significant with the V-10 but I do pull a 2 place snowmobile trailer that is probably 2500# loaded. The V-10 would pull OK but would have to downshift on even the slightest little hill. I've driven the new Chevy 8.1 vortec and I don't think the V-10 comes close to it for low-end torque. As far as mileage, the V-8 does way better on in town driving but about the same on the highway at 75+.  

The little woman is starting to like the psd. She's even refering to it as her car now!!!!!!!!!!!!  

I have a 2001 excursion limited, V-10, 3.73 limided slip. I tow a 7500 pound boat on weekends in the hills of new england. The engine/axle combo does a great job. It is in no way over or under powered. When unloaded I consistantly get 14 mpg in town and as high as 17 on the highway, towing I get around 12 mpg. I feel that even with just the seats full, the 5.4 would be under powered and fuel economy would suffer. This is a heavy truck that's capable of doing a lot of work for you, why would you want to do it the injustice of under powering it. Resale would also suffer because most that are interested in the excursion have a job for it to do. Go for the V-10, you'll be happier later on.  

I demoed an Ex with a V10 in Y2k and even that was underpowered. Dealers here won't even order one with a 5.4L. If memory serves (as of 2001 models), only the 2WD version is available with the V8. With the Ex weighing in at almost 4 tons, that small block is going to be working way too hard just to move the vehicle, much less any cargo/passengers. Since my 2 day test of that Ex I have always stated that of the current crop of motors, the PSD is the only logical choice for the Ex. Finally, with a 2WD Excursion, the resale/trade-in will be a shocker. If you like that V8 in a SUV, an Expedition is better matched to that powerplant. My .03  

Don't se how you could hate the V10 and like the 5.4 it is a 5.4 with 2 more cylinders same bore and same stroke!!and in that big heavy excursion i bet under most conditions mileage is same fill that thing with a half dozen kids and gear i bet it is a slug with the 5.4 besides resale will be better because most people buy a truck like that with towing in mind!!  

Johnlyon Just a thought for you based on your Bio and location. The fuel savings are not great enought to warrent the penalty you will pay come trade in or resale time here in Texas. My V10 is only 3 months old and has moved from 12.5 to and from work to 13.7 mpg. Most of the dealers here in Fort Hood area won't even order v8. One dealer in Lampasas only orders PSD and they jump off the lot.  

I know many V-10 owners are happy with it - My MAIN point was that I am quite impressed with the 5.4 - More so than I thought I would be - And, I am one of a probable few who have actually owned a V-10 and switched to the 5.4 so I should know. I just think that the 5.4 is a little bit under-rated and the 6.8 is a little over-rated. If you need more towing power than the 5.4 has, go with a diesel, or get the 8.1 Chevy.  

As Dear old Dad said, "Give her everything she wants and just a bit more. It's going to end up that way anyway, so you may as well get credit for being a good guy". She got the PSD. Thanks guys, John  

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• XLS 5.4L 4x4

XLS 5.4L 4x4 2004 Ford Excursion Review

2004 excursion new car test drive, the big rig of suvs., introduction.

In terms of size, the Ford Excursion is the king of big sport-utilities. Supremely stable at speed, 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.  The Excursion seats eight or nine passengers, depending on how it is configured. It can tow up to 11,000 pounds. Options include a powerful gasoline-fueled V10, and a state-of-the-art turbo-diesel V8. While the Excursion is too large for serious off-road driving, its optional four-wheel-drive and all-terrain tires enable it to handle hilly shale roads, snowy highways, and slippery boat ramps, those places that are accessible in a heavy-duty Ford pickup.  The Excursion is a beast, however, taking up more garage space, parking space, and street space than anything else this side of a dually. It's no minivan. The Excursion best suited for families who tow boats, horses or other heavy trailers. Properly equipped, Excursion is rated to tow up to 11,000 pounds. 

For 2004, the Ford Excursion comes primarily in four trim levels: XLS, XLT, Eddie Bauer, and Limited. Each is available with rear-wheel drive (2WD) or four-wheel drive (4WD).  XLS 2WD ($36,585) and XLS 4WD ($39,840) come with a moderate level of standard equipment, including four-wheel anti-lock disc brakes (ABS), tilt steering wheel, cruise control, a 40/20/40 split front bench seat, a 60/40 split-folding second-row seat, a folding/removable third-row seat, power/heated mirrors, power windows and door locks, remote keyless entry, AM/FM/cassette/CD stereo, and an overhead console. XLS is visually identified by body-color side moldings, black running boards, and 16-inch chromed steel wheels.  XLT 2WD ($37,575) and XLT 4WD ($40,830) add power adjustable front bucket seats with a floor console, automatic headlamps, and rear-seat audio controls. Recognize an XLT by its platinum-finish body-side cladding and 16-inch aluminum wheels.  Eddie Bauer 2WD ($40,660) and 4WD ($43,760) add power rear quarter windows, Reverse Sensing System, automatic climate control, trip computer, power-adjustable pedals, auto-dimming rearview mirror, two-tone leather seating surfaces and cherry woodgrain interior accents. Arizona Beige front and rear bumpers, grille, body cladding and wheel lips provide exterior identity, along with illuminated running boards.  Limited 2WD ($41,985) and 4WD ($45,085) add a premium stereo with an in-dash six-disc CD changer, heated front seats, memory seats and pedals, climate and audio controls on the steering wheel, premium leather seating surfaces and a HomeLink transmitter. Body cladding and wheel lips revert to body color, but with a chrome insert. Grille and bumpers are body-color, too, for a monochromatic effect.  Three engines are available: a 5.4-liter V8, a 6.8-liter V10, and a 6.0-liter turbocharged diesel V8. The 5.4-liter V8 is standard in XLS, XLT, and 2WD versions of the Eddie Bauer and Limited. The V10 is standard in 4WD Eddie Bauer and Limited models, optional ($585) on other models. The diesel ($4,755-$5,345) is available for all models. All Excursions come with an automatic transmission: a four-speed automatic with the gasoline engines, a five-speed automatic with the diesel.  Many of the deluxe-model luxuries are available as options on even the basic XLS, including the adjustable pedals ($120), and six-disc CD changer ($255). The DVD entertainment system ($1500) is available on all models except the XLS; wireless headphones have been added to the system for 2004.All Excursions come with a seven-wire trailer harness. An optional 4WD Trailer Tow Group ($275) includes manually telescoping trailer mirrors with heated glass, integrated turn signals and clearance lights; plus a rear anti-roll bar. The mirrors are also available by themselves ($220). 

The Ford Excursion is big. Based on Ford's Super Duty F-Series pickup trucks, it's more than 7 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. Below the hatch is a pair of half-height doors, like Dutch doors. So they can be opened when you've got a trailer attached, and can be swung nearly 180 degrees for easier access. This arrangement also offers much better visibility rearward while driving than the Suburban's full-height split doors yet offers the benefits of split doors.  Ford designed the Class IV receiver hitch, which comes standard, 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 2004 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.  The seats are comfortable. 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 opt for the XLS with its front bench seat.  Remove the third-row seat, and the Excursion can easily carry five people and more than 100 cubic feet 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 before driving to a trout stream.  Set up as a two-seater, the Excursion can carry an outlandish amount of cargo. A sheet of plywood slides in easily 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'd just finished a three-day float on Oregon's Deschutes. 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. No question, the Excursion can hold a lot of gear.  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. 

Driving Impression

Cruising along in a 2004 Ford Excursion gives you a secure feeling. The optional V10 ($585) is a delightful engine. It produces 310 horsepower and generates a very impressive 425 pounds-feet of torque at 3250 rpm. It can propel the Excursion along the Interstate at high rates of speed. Tell someone you have a V10 and they think you're driving a rocket. But an Excursion 4x4 weighs about 7,200 pounds, so even with the V10, its acceleration at high altitudes seems no better than in an Explorer or Expedition.  Still, our Excursion 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 12-mpg range. We saw 14 mpg on the highway, but 10 mpg is more likely around town.  Despite its high initial price, about 60 percent of excursion buyers opt for the 6.0-liter Power Stroke diesel. This is a state-of-the-art unit, with hydraulic rail direct pilot injection and four valves per cylinder. Ford claims it offers best-in-class power, with 325 horsepower and 560 pounds-feet of torque, the latter at just 2000 rpm. That much torque should certainly be sufficient for pulling stumps out of your yard or pulling heavy trailers up steep ramps. Introduced in mid-2003, this new-generation diesel was designed for less noise, cleaner emissions, and better efficiency than the larger, but less powerful, diesel that it replaced. The diesel gets about 18 mpg, yielding a range of more than 700 miles from its 44-gallon fuel tank.  The five-speed automatic transmission that comes exclusively with the diesel offers a Tow-Haul mode which, when activated, automatically minimizes shifts and maximizes available torque. According to Ford, this can help increase a driver's feeling of control when towing large loads up and down steep grades.  We didn't try the standard 5.4-liter V8, but we suspect it would struggle if you loaded six passengers and luggage and headed for the mountains. With 255 horsepower at 4500 rpm, and 350 pounds-feet of torque at 2500 rpm, the V8 is best suited for the flatlands.  While 2WD Excursions come with Ford's signature Twin I-Beam independent front suspension and coil springs, the 4WD version rides on a solid front axle and leaf springs. But differences in ride and handling between the two are surprisingly subtle. Our test vehicle had the 4WD Trailer Tow Group ($275), which includes a rear anti-roll bar, and it seemed to compensate for some of the weight up front from a handling standpoint. The 4x4 handles well for a big rig, tackling corners with confidence and offering good grip on dirt roads.  At high speeds, the Excursion is stable. Strong crosswinds and an 18-wheeler going in the opposite direction had little effect. However, Excursion does not offer the ride sophistication of the Chevrolet Suburban and GMC Yukon XL 1500 models. The all-terrain tires that are now standard on all 4WD Excursions are good for muddy trails, but the all-season tires that come with 2WD models are smoother and quieter for towing long distances.  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. 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. If you do drive off the pavement or on snow-covered roads, you'll want to opt for the limited-slip differential ($250) and the transfer-case skid plate ($100).  Towing, more than anything, is what the Excursion is designed to do. Properly equipped, it can tow trailers up to 11,000 pounds. That's more than enough to pull a hefty boat. All Excursions come ready to tow, with a C. 

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 11,000 pounds, the Excursion is a good alternative to a pickup with a cap. Ford says it will continue to produce the Excursion through the 2005 model year.  The Ford Excursion should not, however, be considered an alternative to a minivan. It's far too thirsty, and its size, weight and design make for poor maneuverability and handling when compared with minivans and light-duty SUVs. 

Model Lineup

Ford Excursion XLS 2WD ($36,585); XLS 4WD ($39,840); XLT 2WD ($37,575); XLT 4WD ($40,830); Eddie Bauer 2WD ($40,660); Eddie Bauer 4WD ($43,760); Limited 2WD ($41,985); Limited 4WD ($45,085). 

Assembled In

Louisville, Kentucky. 

Options As Tested

V10 engine ($585); 4WD Trailer Tow Group ($275) includes rear anti-roll bar, manually telescopic mirrors with heated glass, turn signals, and clearance lights. 

More Excursion Information

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2004 Ford Excursion trims (22)

(XLS 5.4L) 4x2

(XLS 6.8L) 4x2

(XLT 5.4L) 4x2

(XLT 6.8L) 4x2

(XLS 6.8L) 4x4

(XLS 5.4L) 4x4

(Eddie Bauer 5.4L) 4x2

(XLT 6.8L) 4x4

(XLT 5.4L) 4x4

(Eddie Bauer 6.8L) 4x2

(XLS 6.0L) 4x2

(Limited 5.4L) 4x2

(Limited 6.8L) 4x2

(XLT 6.0L) 4x2

(Eddie Bauer 6.8L) 4x4

(XLS 6.0L) 4x4

(Limited 6.8L) 4x4

(XLT 6.0L) 4x4

(Eddie Bauer 6.0L) 4x2

(Limited 6.0L) 4x2

(Eddie Bauer 6.0L) 4x4

(Limited 6.0L) 4x4

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5.4 Superduty/Excursion vs. V10 mileage

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I've been thinking about looking for a used Excursion. I've seen them with the 5.4 and the V10 but don't seem to be able to find any reliable MPG numbers for them. I am not interested in a Diesel unless it was the same price range as a gasser because I would be planning a Cummins/manual trans swap in the future. However, I would probably drive the thing around for a year or so before any sort of swap, so for those of you out there with Superdutys or Excursions with gas engines, what are you getting for MPG?  

we have a v10 at work, dude gets like 11-14 mpg we have a pickup with a 5.4, know it isn't a excursion, but it gets about 15-16 just throwing it out there for ya. The pickup is 2wd btw.  

i got a 2002 super duty pick up, short bed, extended cab, v10, auto, 3.73 gears, and 33's. if i baby it on the freeway empty 15mpg is good. i have seen 16 on very rare ocasions. 14 mpg is pretty common. i have checked it on paper and with the trip meter, its pretty close either way. 8.9mpg loaded to 18k going to silver lake. tows awesome. the 5.4L will get 1 or 2 mpg better, but the v10 is really nice!  

Those numbers actually seem decent. Anyone know the numbers for the diesel excursion?  

I have a 02 w/ 7.3 I get around 15 city and 18-20 Highway, my 02' F250 7.3 was about the same.  

diesel 7.3L we get 19.5 mpg in 2000 F350 2wd with 3.73 gear ratio in axle 5.4L v8 we get 10-12 mpg in 2001 F250 4x4 4.10 with drag brakes. 5.4L in 2000 E250 3.55 in gear ratio we get 21 mpg on highway at 60 mph 5.4L in 2007 Lincoln Mark LT with 3.73 gear it get 20-21 mpg in summer at 63 mph that where sweep spot for mpg. Winter it get 14-16. 6.8L V10 in 2001 F250 crew cab 4wd with 3.73 auto. It get 9 mpg tow, 11-12 mpg if you cruise 90 mph, normal at 70 mph 11-13 mpg,m and drive at 60 mph you get 14-16 mpg. It have 300,000 miles We could get 18 mpg out V10 if we did mod on exhaust and tuning.  

So from what I'm seeing it looks like I'm about the same either way. 5.4 might be a bit better. I've never owned a superduty. Any common issues to look for?  

Depends what your goals are. Im a bit biased because I have been spoiled by diesels. Im a die hard ford guy, but I think the 5.4L is beyond a turd. If fuel mileage isnt that big of a deal I would rather have the V10. 99-04 superduty 5.4Ls are known for spitting plugs out of the head. I had it happen to cylinder 5 and 7 on my 99. The F150 with a 5.4L is tollerable, the F250 with a 5.4L is pathetic (IMO). the 05+ 5.4L is much better in power and fuel economy, but has issues with cam phazers and plugs breaking off in the head.  

ball joints dont last long. early models spit out plugs(after 02 you should be fine). exhaust manifold studs break and leak and are a pain to change. otherwise ive had zero problems. later 3valve motors are more powerful, but my 02 does pretty good.  

good point about manifold studs. check for carbon traces at each manifold stud. Ball joints seem to be pretty good on 05+ trucks. we have had 4 05+ powerstrokes all with over 85K-140K and yet to change a ball joint. The unit bearings are also known for going out at 100k or so. They can be pricey. Not trying to scare you, just want you to be as informed as possible. Overall I think the 99+ superduty trucks are pretty solid trucks. My brothers over 30 F350s and F450s with 5.4Ls and 6.8Ls and they see 15K every day of the week for construction use. They tried the GM trucks, that didnt last long.  

Motor issues are not a real big deal, nor are front axle issues. My plan is to pick up a clean body/interior and eventually pull the motor. If the motor is a turd it just gets pulled sooner. I've got a 12v cummins ready for the swap, and I would use a pedal assembly from a truck to make it a stick (I don't know how to drive automatics) As for the front axle, I'd probably eventually swap in one of my kingpin 60's to make steering/servicing better. I'll probably look for a V-10, but the most important thing for me is that it has a cloth interior and not leather. My last tow rig had leather and I hated it year round.  

5.4 is a great motor. have had 3 f150's all over 100 thou hard miles.would be a turd in a excursion..get a 01 diesel..great rig alot of power and bulletproof. jeepbratt has one, we were getting 16 pulling 2 jeeps. i have a expadition with 230 000 great truck..the 5.4 have issues with the plug packs and watch for intake cracks on the 5.4.  

If you think 5.4L is not good engine. Listen to this. Owner of my friend beat CRAP OUT his 2001 F250 Lariat. He have 5.4L with 4.10 gear ratio. 5.4L move that truck so quick. You need understand you not get enough power if you are try save gas and push pedal little. You need try HAMMERED you will see it have enough power pass 4,000 rpm. Listen to rev. He actually rev to 5,000-6,000 in that video. I am sure you hear TICK TICK TICK. That was exhaust Manifold studs he broke them when he went 50 mph on street name S Huron River Dr / N Dix Hwy. To say F250 jump 5 feet and slam to ground so hard that hit bump stop on front axle. Plow at storage Video by Dan - MySpace Video@@AMEPARAM@@http://mediaservices.myspace.com/services/media/embed.aspx/m=62591030@@AMEPARAM@@mediaservices@@AMEPARAM@@myspace@@AMEPARAM@@services/media/embed@@AMEPARAM@@aspx/m@@AMEPARAM@@62591030  

MilwaukeeF350 said: If you think 5.4L is not good engine. Listen to this. Owner of my friend beat CRAP OUT his 2001 F250 Lariat. He have 5.4L with 4.10 gear ratio. 5.4L move that truck so quick. You need understand you not get enough power if you are try save gas and push pedal little. You need try HAMMERED you will see it have enough power pass 4,000 rpm. Listen to rev. He actually rev to 5,000-6,000 in that video. I am sure you hear TICK TICK TICK. That was exhaust Manifold studs he broke them when he went 50 mph on street name S Huron River Dr / N Dix Hwy. To say F250 jump 5 feet and slam to ground so hard that hit bump stop on front axle. Plow at storage Video by Dan - MySpace Video Click to expand...

Dollar for dollar, the 2003 Excursion with the 7.3L Turbo Diesel and a performance turner (Bullydog, hypertek, etc) will give you the best of the best in everything. The tuner will help with gas milage above what the diesels normally get. All the power you will need to tow will be there plus be programmable to help save your transmission. Running with the diesel will also give you the option of using a Waste Veggie Oil conversion and run your rig for cheap. When it comes to sell your Excursion, it will retain more value versus getting a gas version. However, its your money, spend it how you see fit. PS I have a 97 Expedition with a 5.4 that I have owned for 4 years and I am not very impressed with its milage/power/towing ability. My 88 F150 with a 4.9 did a far better job than my Expy.  

I appreciate the info. If you read the thread you'll see that I plan to perform a cummins swap, as I have one and feel it might be a bit better than a stock 7.3. Plus in the used market the 7.3 is almost twice what a gasser costs, and resale is of little interest to me as I plan to build the truck and keep it till it's probably not worth more than scrap.  

timsbronco2 said: i had a 03 excursion v-10 and loved it till yesterday when i was in a roll over still love the trk but i miss it. if i was ever in a roll over again i would want it to be in a excursion it keeped me and my wife alive we rolled 5 times Click to expand...

i would think no supporting facts but the 5.4 makes considerably lower tq numbers than a v10. it would take more to power the heavier truck, so why would a v10 get worse mileage than a 5.4? i would see a v10 being better  

I have a 2001 V-10 Excursion with 85,000 for sale. It gets 11-13 mpg with 33's. I also have a 2002 Excursion with a 7.3 diesel that gets right around 20 mpg with 35's. The 01' is an XLT with cloth and everything but the dvd player and yes it is for sale.  

Feel free to shoot me a price/pics.  

Pm sent  

I did read you are ready for a Cummins swap, and I like the idea. I would still get the diesel version first. My thought on that would be is that everything is there for a diesel, you would just need to get an adapter to mate the Cummins to the Ford tranny, unless you have the tranny and transfer case already. You wouldnt have to mess around with getting a diesel lift pump for the tank, and all the rest of the junk.  

You must have read over the part where I said manual trans. Excursions didn't come with them, so I'm basically doing a whole drivetrain swap anyways. I'd stick with the auto, but they are too complicated to drive.  

I've got a 2004 6.0 l diesel Excursion and get 16-17mph with 35" PRO COMPS on it and 3.73 rear end. Not bad for a GVWR of 9200. Sorry to see your roll over, mines the same color and would hate to see her rolled. Howed it happen?  

ive got a 99 superduty with v10 220,000 miles 35s and i get around 10 in the city and 15 on the highway and the power is un real  

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Russia's Economic Recovery Gathers Pace, Says New World Bank Report

Report also analyses how cost-effective social safety nets can become key to halving poverty

MOSCOW, May 26 , 2021 – Russia’s GDP growth is forecast at 3.2% in 2021, followed by 3.2% and 2.3% in 2022 and 2023, respectively, according to the World Bank’s latest Russia Economic Report (#45 in the series). Global economic recovery, higher oil prices, and soft domestic monetary conditions in 2021 are expected to support a recovery led by household consumption and public investment. This baseline scenario assumes a gradual decline in new COVID-19 infections.

“In 2020, Russia’s GDP contracted by 3.0%compared to contractions of 3.8% in the world economy and 5.4% in advanced economies,” said Apurva Sanghi, the Lead Economist for the World Bank in Russia . “Several factors helped Russia perform relatively better: in recent years, the country has undertaken significant macro-fiscal stabilization efforts, resulting in an improved fiscal position. Among other contributing factors were enhanced regulation and supervision in the banking sector, fortified capital and liquidity buffers, relatively soft restrictions for industrial and construction sectors, closer ties to a relatively fast-growing China, a relatively small services sector and a large public sector that buffered against unemployment.”

Russia’s fiscal outcomes worsened in 2020, but improved in the first quarter of 2021. In 2020, the federal budget was hit by  pandemic-induced shocks and registered a deficit of Rub4.1 trillion (3.8 percent of GDP), compared to a surplus of Rub1.9 billion (1.8 percent of GDP) in 2019.

The Russian banking sector has been resilient so far, but medium-term impacts remain to be seen. Credit growth has been supported by an economic recovery and public credit support programs. Non-performing loans remained largely unchanged, at about 9% of total loans, in 2021.

Although employment is still below pre-pandemic levels, the labor market began showing some signs of improvement by the end of 2020. The national unemployment rate has been declining since last August, when it peaked at 6.4%, to 5.4% in March 2021. However, this rate is still 0.7 percentage points higher than in the same month of the previous year, which means that labor markets are not yet where they were before the pandemic.

Average real wages increased by 1.7% between 2019 and 2020, but masked important differences across economic activities: sectors that suffered the largest employment losses also had the largest real wage losses. Real wages increased in agriculture, telecommunications, and health services, but fell in many other sectors, with large declines in hospitality services, construction, culture/sports/leisure activities, and commerce.

The study also finds, however, that increases in real wages do not compensate for the decline in per-capita disposable income, which in the last three quarters of 2020 was lower by 7.9%, 5.3% and 1.7%, respectively, than in the same periods of the previous year.

The report contains a special topic section on halving poverty in Russia through cost-effective social safety nets. As a national goal, Russia aims to halve poverty to 6.6 percent by 2030. While Russia’s social safety-nets system plays an important role in reducing poverty, it does so at a high cost: the country spends over 3% of GDP, or $30 billion per year, on social-assistance programs. This level of spending is more than three times greater than the combined income deficit of all poor families in the country, before transfers.

“Traditionally, Russia has built quite an impressive social safety net system. However, the country’s expenditure on social safety nets is larger than the spending in the Europe and Central Asia region, which is 2.2% of GDP,” said Renaud Seligmann, the World Bank Country Director in Russia . “Introducing a national, targeted program that provides financial assistance to people falling below a poverty threshold could be key to cost-effective poverty reduction. In our view, implementing such a program could reduce poverty faster and at a lower fiscal cost.”

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