Is bigger better? If it is, Ford’s 2000 Excursion SUV has made a giant leap forward in stature, prestige, and towing capability. Its tow rating starts at 6,200 pounds in its base form but hits a whopping 10,000 pounds with a full option package. We wanted to put this behemoth through all its paces, so we ordered the largest engine available with a 4×4 driveline and all the trimmings. The standard engine is a 260-hp, 5.4-liter V-8. Options are a 300-hp, 6.8-liter V-10 and a 7.3-liter turbocharged and intercooled diesel V-8 (our test model). Supplied by Navistar, this oil burner peaks at a mere 235 hp, but it cranks out an all-mighty 500 ft-lb of torque at only 1600 rpm. When this engine says go, big ships get a move on.
The Excursion rides on Ford’s F-250 heavy-duty pickup truck underpinnings. That means meaty axles, a substantial frame, and brakes theoretically capable of stopping a speeding locomotive. Inside, there’s ample room for eight passengers and all their gear. Climb two steps to enter the cab, where you ride tall in the saddle; in fact, your sight line will skim the top of a Ford Explorer’s roof. Most traffic looks up at you…in awe.
For ballast, we hooked up a Four Winns 248 Vista cruiser riding on a tandem axle trailer. King Marine of Walled Lake, Michigan, provided the boat and trailer rig, which tipped the scales at 7,180 pounds.
Diesel engines are not for the hollow of pocket. There’s a $4,005 stipend to purchase the torque monster. Diesels offer a significant efficiency advantage over gas engines: 30 percent more mileage than the base gas engine according to Ford. We measured a towing fuel consumption of 11 mpg, quite remarkable for a gross weight of 7.6 tons, but the payback requires roughly 90,000 miles of use.
One thing that can’t be debated is this SUV’s appetite for hard work. At the launch ramp, a mere 1500 rpm was enough to roll us out of the water and onto dry land. Dropped into low range, the big diesel was barely above idle at 1000 rpm when we began inching up the grade. On the road the compression-ignition rattle is nicely subdued. As diesel’s go, this one is powerful, responsive, and well behaved.
Tooling around in an SUV with a 137.1″ wheelbase requires a bit of accommodation. A turn circle exceeds 50 feet, so parking requires planning. Both height and width are in the 80” range, so this machine overflows an ordinary garage slot. The ride is smooth and quiet – for a truck. Don’t expect to glide over rough pavement with the poise of a luxury sedan.
Access to the cargo hold is through one hinge-up and two hinge-out doors. The split middle seat folds and slides for entry to the rear. Head- and legroom are fine for full-size first mates.
|Engine||7.3-liter diesel OHV V-8|
|Net torque (ft-lb/rpm)||500/1600|
|Front suspension||rigid axle, leaf springs|
|Rear suspension||rigid axle, leaf springs|
|Brakes (front/rear)||vented disc/ disc; standard 4-wheel ABS|
|Tires||Firestone Steeltex, LT265/75SR-16 all terrain|
|Curb weight (lbs.)||8,020|
|Towing capacity (lbs. max.)||10,000|
|Cargo capacity (min.-max. cu. ft.)||49-165|
|Fuel capacity (gal.)||44|
|Estimated city/highway towing fuel economy (mpg. avg.)||11|
|Price (as tested)||$45,135|
LAST WORD. Just try to find something the Ford Excursion can’t haul.