2000 ford excursion v10 gear ratio

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2000 Ford Excursion Limited - 4dr SUV 6.8L V10 4x4 auto

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RPM's on V10 with automatic and 3.73 gears at 70 mph?

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If we purchase an Excursion, it looks like we will be going with a V10 due to price difference and availability compared to the diesel option. I was wondering what the engine rpms are at 70 mph with the 3.73 gearing? Does the V10 shift out of overdrive very much on hills running without a trailer? What axle code would it be on the door to have a 3.73 axle and not some other axle ratio? Are there any changes between 2000 and 2001 to drivetrain or entire vehicle? Thanks  

I think around 2100 rpm, will have to verify. Rarely shift out of OD unless you kick it down to pass.  

Don't hold me to this, but I think my V10/4R100/3.73LS turns around 2200 RPM in overdrive at 65MPH. At highway speeds, the tranny rarely shifts out of overdrive into third. When it does, it stays there until I crest the hill, instead of hunting between third and fourth. Towing or hauling, of course, causes more downshifting; but there's still no hunting between gears. Unless you'll be towing more than 75% of your time, I think you'll be happy with the V10. /ubbthreads/images/graemlins/grin.gif The 2000 to 2001 timeframe may have been when the V10 got a major upgrade in horsepower and torque. My March of 2001 V10 has 310HP/425ft-lbs. According to the shop manual, the axle codes are: 31 3.73 open differential C1 3.73 limited slip C2 4.10 limited slip C3 4.30 limited slip  

Pharmer is correct. That's pretty much the speed I keep the truck at when loaded with our camper. Any faster and I use a lot more fuel. 2000 RPM at 68 MPH. Truck stays in OD even with the camper (1500 lbs.) loaded except for long hills (and we live at 7000 feet). Empty you will not be lacking for power anywhere at anytime. No difference in HP between 2000 and 2001. In 2000 the V10 got a boost in HP from 1999 I believe (285 to 310 HP?).  

I drove from Michigan to Washinton DC a few summers ago, unloaded, and the torque converter never unlocked once. I was doing about 65-70mph. Note that this was with taller tires which give an equivelent gear ratio lower than 3.73. I think at 70mph my engine is spinning around 2000rpms. Not sure about the X's but the F250's got some nice features added in 02. I think the X is at least a year ahead of the pickups though when it comes to features. I checked the 2002 F-250 ordering guide and it listed the follow new items: Autolocks and autolamps. Improved 6.8L performance and shift feel. Forward folding telescoping trailer tow mirrors. (2003 added heat) Added automatic trans temp gauge. Hope this helps, Al  

Right at 2000 rpm. Pulling about 1000lbs last weekend it shifted out of OD a couple times going uphill but it was pretty hot and humid and I was running between 70-75mph.  

Thanks for all of the answers guys. I had thought this forum was pretty slow compared to the diesels but you guys jumped right on it. If things work out right we might go and do a little driving tomorrow. I was pleased to hear that it does little shifting out of OD running empty. Our Expedition with the 5.4 and 3.73's and 17" tires will shift 2-3 times in a 15 mile run to town. Usually pulls down to about 66 before shifting. Thanks Kelly  

Axle code 31 is the Ford 10.50 rear end with 3:73 and open diff...  

Boy my truck must be a dog. I just got back from Utah pulling a 25' toyhauler with 3 quads in it and I was only able to run in overdrive on one long downhill run. Most of the trip was downhill and I had to keep my foot in it out of overdrive to maintain 60-65 mph. No way can I run down the highway in overdrive.  

Did you weigh your rig..? Where your water tanks full..? Any other heavy items in the toy box..?  

iweb - there may be something going on with your rig. Do you have giant tires? When I haul my race trailer around Texas it never comes out of OD unless I slow way down for traffic. The converter will unlock every now and then if I'm fooling with the cruise control or jump on the pedal too quickly to pass someone, but it's never gone to 3rd gear on the highway. Total weight usually around 5000 lbs., sometimes near 6,000 lbs. Granted it's relatively flat here, but still . . . I didn't check exact RPM, but memory says it's right around 2000 at 70 mph. You can read my most recent towing report (includes a pic of the rig) HERE. I'll be making a similar trip in September from North TX to North KS and back. Look for a full report about mid Sep. Edited for spelling  

During a trip on the highway yesterday, I watched my tach closely. At 65 MPH, I'm turning about 1900 RPM, not the 2200 I originally posted. 2200 seems to be the revs when the tranny drops down a gear (3rd).  

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test drive car review: 2000 Ford Excursion V10

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Everything about this heavy bastard always did seem like a bit of an afterthought.  

TurboMinivan said: (After my drive, I looked underneath and discovered the front leaf springs. No wonder this things rides so rough! I had forgotten about them and thought there would be coils under there.) Click to expand...

ValveCoverGasket said: talk about ford quickly cashing in Click to expand...

Wasn't the Excursion based on the F- 3 50, not F-250? Ford already had a Tahoe/Yukon competitor in the Expedition; what prevented them from just extending it to make a competitor for the Suburban 1500 (which they did in 2007 with the Expedition EL)?  

The Expedition was doing GREAT in the late 90s/early 2000s. SUV's at that time could do no wrong. Ford's marketing was great, have a SUV that looks like ranger (Explorer)- sold tons, SUV that looks like F150 (Expedition) and SUV that looks like F2/350 (Excursion). Chevy's 1500/2500/3500 all looked very similar. So Ford had the edge in the "HD" market, and they killed it when the 7.3 PSD in the new body style in '99. It kicked the crap out of the 6.5 and the first 6.6 duramax (never in suburubans). With regards to the Excursions, unfortunately it was a bit off, the 5.4 at the time in the Excursion was 2wd only and underpowered, the V10 of that era SUCKED (as you noted) and the diesel was awesome. Diesel excursions still give me a chub. Ford was close to knocking it out of the park. And it can't have cost that much money to produce. It was built in Louisville at the truck plant on tooling that more than paid for itself. I still think of my 17 year old self dreaming of a PSD excursion on some 35" BFG AT K/Os.  

This review is OUCH! Ford better hope this doesn't reach too many potential customers...it might put the Excursion out of production! :thumbup:  

:laugh:  

So let us get this straight. You are bitching that it felt slow compared to your burban that has less weight and more hp and more tq then the excursion.. like no sh1t.. like you already stated I would sure as hell hope your burban is nicer considering it was built to beat the excursion and came out later to make sure it can beat everything about it.. Want to talk tow ratings though. a 98 durango with the 5.9 can tow your 12k. get better gas mileage seat 7 and isn't a whale to drive around.  

I too, like bourbon chicken  

LOL @ comparing tow ratings. All they are are manufacturers' claims. Also... I love driving GMT800s, but the Suburban's seat is flatter than a pancake.  

Ford's V10 never impressed me either. We had one in our E-series van back in the early 2000's and I remember always wondering where all those cylinders were. It actually felt less powerful than the 5.3 V8 in our Suburban at the time.  

I think it sucks that gm doesn't offer a true 2500/3500 Suburbawith a real tow capacity anymore.  

The Ford V10 was cheap power. But it was thirstier than a single chick after her last single friend's wedding. The V10 also has a problem with rusty exhaust manifolds. Fixable, but a royal pain in the tight engine bay. The powerstroke Excursions are still sought after because they have the power and also get amazing fuel economy. I know a guy that just traded his 320k mile PS Excursion on an almost new domestic luxury SUV... original engine and transmission.. interior held up quite well. That impressed me... but he also had his share of issues.. mainly a/c issues and a crappy dealership service department.  

NSpooner said: And I'm guessing the OP's truck that he drove needed shocks BAD. Mine actually rode great and I sold it with 175k on it and original shocks. That was 6 years ago though so even with low mileage I'm guessing they just lost their juju. Click to expand...

Back in highschool, we rented new ones twice, once in '99 and again in 2000, both times V10 models. They felt bouncy when new. We had fun throwing it in reverse and then into drive...what pricks we were.  

I had forgotten about the V10 Excursion. I enjoyed the review. :laugh:  

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Triton V10 axle ratios

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Hi everyone, a friend of mine who works at our local sawmill said he could probably grab me the axles off of a F350 with a blown engine that is just sitting there. its a V10 triton, i don't know the year, it has a 5 speed manual transmission (I'm guessing a ZF5). given that information, can you guys guess what the gear ratios possibly are? i think the options were 3.73, 4.10, & 4.30, I'm guessing that its a 4.10, because of the transmission, they wouldn't put a 5 speed and 3.73 gears unless it was costom order right? it was a millwright truck so my guess is that its either a 4.10 or 4.30 which would be more desirable for me than the 3.73s. thanks for reading and thanks in advance for any knowledge beyond what i know  

Single rear wheel would not be 4.30 gears. 3.55, 3.73 and 4.10 were all options  

When I ordered my 01 v10 I could not get 4.10s. I cant remember if it was because of the 5sp or the LS rear diff but I could only get 3.73s or 4.30s. 4.10s were an option just not for me in the configuration I had built. I dont know how long you could get the 5spd but IIRC 02 is when they started offering the 6spd so chances are the truck is a 99-01. You are correct, it would be a zf5. Interesting (to me at least) thing on the gear ratios. I was waiting on a starter to get rebuilt and I asked the guy that owns the shop about his truck. It was an 02 with a manual (dont remember if it was 5 or 6spd) and v10. He said the same thing, when he ordered his they would NOT let him get 4.10s only 3.73s or 4.30s. My .02 if the truck is just sitting there and the axles are free I'd see about getting the entire truck and parting it out so it doesnt rot and go to waste.  

Get the axle code off the driver's door jamb sticker.  

Also, very likely a dana 50 front.  

i think he said it was an F350, would that have the dana 50? i thought they only used the dana 50 for the twin traction beam in the 90s F250s, i did dent know they used it in 1 tons  

I had a 99 V10 f350 5spd with 4.30 gears. Great truck that is still on the road today. That thing was a blast to drive and got 11mpg no matter what. towing, easy driving, beating the hell out of it. 11mpg. I believe the factory tow package got the gears  

most all v10 super dutys were 4.30 gears..  

the 4.30 gears would be great, i have 4.10s & highway sucks, but id still go lower just for towing, & take the hit. maybe one day throw an overdrive in.  

I have an 01 Excursion with the V10. It had 4.30 gears stock as well, most common ratio for the V10's. Derek  

All the v10's I've seen had 4.10's. Don't see many in the junkyards yet though. As for the front, the 60 was available in some packages but probably had a 50. Get the code off the sticker on the front axle and it will tell you If it's a 50 or 60 and the gear ratio.  

My 99 had an auto with 4.30, don't remember if it had a 50 or 60 front end.  

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2000 Ford Excursion Weights (Curb Weight, GVWR, & GCWR)

Understanding the intricate weight details of the 2000 Ford Excursion, particularly its curb weight, Gross Vehicle Weight Rating (GVWR), and Gross Combined Weight Rating (GCWR), is crucial for anyone who plans on towing with their SUV or hauling around heavy loads. 

These specifications are more than just numbers; they are key indicators of the vehicle’s capabilities and limitations. The curb weight reveals the vehicle’s base weight, essential for performing calculations, while the GVWR and GCWR, are indicators of the maximum amount of weight that you can load your vehicle and trailer.

Familiarizing yourself with these specs is not just about technical understanding; it's about maximizing the potential of the Excursion, ensuring safe operation, and making informed decisions.

2000 Ford Excursion Weights:

There are three weights that you need to understand about your 2000 Ford Excursion, if you are planning on making some calculations when it comes to your 2000 Excursion's towing capacity , carrying cargo in your SUV and a number of other things. The three most important metrics are: curb weight, your GVWR and your GCWR for your vehicle. Let's dive into each to get a better understanding of how each one works.

2000 Excursion Curb Weight:

"The 2000 Ford Excursion's curb weight varied according to the engine type and whether the model was 2WD or 4WD and the chart below will confirm this.

• 5.4l (V8) Engine: For models equipped with the 5.4L engine, the 2WD versions had a curb weight of 6,650 pounds, while the 4WD versions weighed in at 7,087 pounds. 
• 6.8l (V10) Engine:  Those with the 6.8L engine had slightly higher weights, with the 2WD models at 6,734 pounds and the 4WD models at 7,190 pounds.
• 7.3l Diesel Engine:  The heaviest were the Excursions with the 7.3L diesel engine; the 2WD models had a curb weight of 7,237 pounds, and the 4WD models topped out at 7,688 pounds."

2000 Excursion GVWR:

The Gross Vehicle Weight Rating (GVWR) for the 2000 Ford Excursion varied based on the engine type and the drive configuration, just like it did for the curb weight specifications.

• 5.4l (V8) Engine:  For models with the 5.4L engine, the GVWR was 8,600 pounds for the 2WD versions and 8,900 pounds for the 4WD versions.
• 6.8l (V10) Engine:  Similarly, models equipped with the 6.8L engine also had a GVWR of 8,600 pounds for 2WD models and 8,900 pounds for 4WD models.
• 7.3l Diesel Engine:  However, the Excursion models with the 7.3L diesel engine had a higher GVWR, with 2WD versions rated at 8,900 pounds and 4WD versions at 9,200 pounds. This data highlights the impact of both engine type and drive configuration on the vehicle's maximum permissible weight.

2000 Excursion GCWR:

The Gross Combined Weight Rating (GCWR) for the 2000 Ford Excursion varied significantly, based on the engine type and axle ratio of your vehicle. 

• 5.4l (V8) Engine:  For models equipped with the 5.4L engine, the GCWR was set at 13,000 pounds, if you had the 3.73 axle ratio, while models with the 4.10 ratio had a higher GCWR of 14,500 pounds. 
• 6.8l (V10) Engine:  The Excursion models with the 6.8L engine had a GCWR of 17,000 pounds when equipped with the 3.73 axle ratio, but this slightly increased to 18,000 pounds for models with the 4.30 ratio.
• 7.3l Diesel Engine:  In contrast, the models with the 7.3L diesel engine maintained a consistent GCWR of 18,000 pounds, regardless of the two slightly different axle ratio variations that were offered.

Weights Explained, A Little More:

Let's look at the three terms used in this article to get a better clarification on what they are and how they relate to towing, in general.

Curb Weight: Refers to the weight of a vehicle without any passengers or cargo, but with all necessary operating fluids (like engine oil, coolant, and fuel) and standard equipment that was installed at the factory. I think this is worth mentioning that his is different from your payload capacity .

GVWR: The gross vehicle weight rating is a critical number set by a vehicle's manufacturer that indicates the maximum total weight a vehicle is safely designed to carry. This weight includes the vehicle's curb weight, plus the weight of passengers, cargo, and any additional accessories or equipment.

GCWR: The gross combined weight rating is a crucial specification for vehicles that are used for towing or carrying heavy loads. It represents the maximum allowable combined weight of the vehicle itself (the GVWR) plus the weight of a trailer and its contents or additional load it is pulling behind the vehicle.

A Real Life Example:

Since we all are familiar with the terms and what they are used for, I thought I would give a real life example of how these weights can be applied to a real life scenario, using one of the 2000 Ford Excursions setups as an example. Here we go!

For this example, I am going to assume I have an Excursion with the 6.8l engine, 4WD, with the 4.30 axle ratio. So the data in the chart would state that I have:

• A curb weight of 7,190 lbs.
• A GVWR of 8,900 lbs.
• A GCWR of 18,000 lbs.

How Much Weight Can Our Vehicle Handle (no trailer): To see how much weight we can haul with our SUV, we need to subtract the curb weight from the GVWR, which gives us a difference of 1,710 pounds.

GVWR (8,900 lbs.) - Curb Weight (7,190 lbs.) = 1,710 pounds

If a family was moving and had three people in the vehicle (including the driver) that weighed 400 pounds all together, with 1,100 pounds of cargo in the vehicle, that would give us a weight of around 1,500 pounds.

3 people (400 lbs.) + Cargo in vehicle (1,100 lbs.) = 1,500 pounds

That means, we would only have 210 pounds of weight capacity left before we exceeded our GVWR.

How Much Weight Can Our Vehicle Handle (with trailer): Now let's say they also needed to tow a trailer behind the vehicle for some larger items they needed.

We need to look at our GCWR, which states that 18,000 pounds is the maximum recommended weight, so we need to add our curb weight and passenger/cargo weight together, in which case, we get 8,690 pounds.

Curb Weight (7,190 lbs.) + Passenger/Cargo Weight (1,500 lbs.) = 8,690 pounds

Let's assume they have a utility trailer that weighs 1,500 pounds and the cargo inside the trailer will weigh 3,000 pounds, giving us a grand total of 4,500 lbs. for the additional weight that will be pulled by the vehicle.

Trailer Weight (1,500 lbs.) + Cargo Weight (3,000 lbs.) = 4,500 pounds

Now let's add up our trailer/cargo weight with our (loaded) vehicle weight and we get a grand total of 13,190 pounds.

Trailer/Cargo Weight (4,500 lbs.) + Loaded Vehicle Weight (8,690 lbs.) = 13,190 pounds

Our GCWR for our setup is 18,000 pounds and we are at 13,190 pounds, which means that we could haul an additional 4,810 pounds in the trailer, according to the chart.

In this scenario, we would be very close to our GVWR but had plenty of room for more cargo or trailer weight. This is a simple example of how to use these figures to calculate load weights and to make sure you are complying to the manufacturer's maximum rated weight limits for your vehicle.

It is important to mention that even though the weights are listed as maximum weight limits, taking precautions to keep the numbers as far away from the maximum limits would make a lot of difference when it comes to the vehicle's braking distance, handling, acceleration and gas mileage.

Last updated on January 1st, 2024 at 06:41 pm

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635th Anti-Aircraft Missile Regiment

635-й зенитно-ракетный полк

Military Unit: 86646

Activated 1953 in Stepanshchino, Moscow Oblast - initially as the 1945th Anti-Aircraft Artillery Regiment for Special Use and from 1955 as the 635th Anti-Aircraft Missile Regiment for Special Use.

1953 to 1984 equipped with 60 S-25 (SA-1) launchers:

• Launch area: 55 15 43N, 38 32 13E (US designation: Moscow SAM site E14-1)
• Support area: 55 16 50N, 38 32 28E
• Guidance area: 55 16 31N, 38 30 38E

1984 converted to the S-300PT (SA-10) with three independent battalions:

• 1st independent Anti-Aircraft Missile Battalion (Bessonovo, Moscow Oblast) - 55 09 34N, 38 22 26E
• 2nd independent Anti-Aircraft Missile Battalion and HQ (Stepanshchino, Moscow Oblast) - 55 15 31N, 38 32 23E
• 3rd independent Anti-Aircraft Missile Battalion (Shcherbovo, Moscow Oblast) - 55 22 32N, 38 43 33E

Disbanded 1.5.98.

Subordination:

• 1st Special Air Defence Corps , 1953 - 1.6.88
• 86th Air Defence Division , 1.6.88 - 1.10.94
• 86th Air Defence Brigade , 1.10.94 - 1.10.95
• 86th Air Defence Division , 1.10.95 - 1.5.98