2000 excursion diesel conversion

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Owner Review: I Converted My 2000 Ford Excursion 4×4 with a 7.3L Diesel V8 into a Camping Rig in a Very Simple Way!

Could this Ford Excursion 4×4 with a 7.3L turbo-diesel V8 be one of the most wanted used SUVs on the market today? Used market prices around $20,000 or more point in this direction. TFLtruck viewer – Daniel B. – sends us this owner review of his 2000 Excursion.

Daniel writes:

“I loved that you finally did a video on the Excursion. My wife and I bought a 2000 Ford Excursion Limited about a year ago before the prices went crazy and we got the coveted 7.3L diesel V8 from the original owner. We have loved owning it. We have taken it camping all over Arizona and my wife loves that we can sleep on a memory foam mattress in the back rather than in a tent.”

“I’m excited to see your overlanding conversion to your Excursion and here are some pictures of what we did. I wanted to keep it as stock as possible so we could still carry 8 people if needed. We didn’t build a platform in the back or anything, but it is still so roomy and easy to use for overlanding in its stock form. A couple of things that I like is the original owner put BFGoodrich KO2 tires on the vehicle. I think they are a size bigger than the stock tires that came on the Excursion. I also had my mechanic add a kill switch because at night when you open the door all the interior lights turn on and attract bugs. Now I don’t have to worry as much about the bugs or draining the battery. Yes, you can fit a full-size mattress and still have room for gear!”

We recently purchased a 2000 Ford Excursion with a 6.8L gasoline V10 engine for our upcoming video series “Go Big! No Payment Needed”. We chose the V10 because it brought the price down. Check out the first video below.

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Engine swap from V10 gas to 7.3L Diesel - Anyone done it before?

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I'm considering picking up a cheap 2000 Excursion to swap in my 7.3L engine. The Ex has the V10 gas engine in it right now. I would have both the Ex and the donor F250 sitting side by side, so all the parts would be there. Any idea what is invovled for wiring? Would any wiring under the dash need to be swapped over? Thanks for any insight!  

I'd be more tempted to trade or sell the two trucks and get an Excursion that already has a 7.3. You'd have to make a lot of wiring modifications and also probably have to swap out the front suspension. You'd never recover your investment and the modified Excursion would probably be hard to sell.  

i swaped my old 302 for a 7.3 and hade to rewire front to back and inside. I dont know how much the v10 weigh but you might want to box in the frame for streght. I went from a twin I beam to a Dana 60 for the streght. hope all this helps need anything else fell free to ask  

Ok, my F250 is a 1999.5 and the Excursion is a 2000, so basically they are identical vehicles. The 2000 Excursion came with a 7.3L option, so I dont see the need to strengthen the frame or swap out the front suspention. Would the harness from the F250 not just swap directly across to the Excursion chassis and body? BTW the Excursion I may pick up is $3000, it runs and drives fine but has 530,000kms on it. Show me a 7.3L Excursion for under $6000 and I'd buy it in a heartbeat.  

I was goin to say do it like I did, I sold my v-10 and bought a 7.3. But now I see your point since you picked it up so cheap.  

I would do it... since you have the donor truck. I am sure you would just have to swap almost all wire harnesses, instrument cluster and probably have to mess with a fuel system for the excursion since the gasser one may not be the same. Can't be too bad if you have both rigs side by side to swap parts!  

i did a swap from a V-10 to a 6.0..... easiest thing to do ever... just signed papers and VOILA!! a new truck!!! just kidding.. i have never heard ofa swap from a gasser to a diesel! good luck!!  

being that a excursion came diesel , it wont be that bad , it will be time consuming , the wiring will be the worst , lots of differences there , dash included , fuse boxes different , engine and trans swap will be a breeze i think ,go for it  

Since you have the donor truck I would jsut do a swap. I jsut got done swapping a 5.0 ford motor in a 89 volvo for a buddy of mine. it was actually a pretty easy install. Rob  

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gas excursion, to diesel?

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not too sure about the differences between gassers and diesel excursions. But if I were to go through all the work of swapping over I think I would go for a cummins. Most likely to go from the gas to the 6.0 you will need to swap motor, tranny, and computers at the least. Motor mounts can just buy at the dealer, probably need a radiator and tons of odds and end parts. There is TONS of info on cummins swaps in the engine/tranny swap section and probably give ya more bang for your buck if your gonna do all that work. www.destroked.com makes some good parts for motor mounts and adapter plates for different transmissions. I think I would save a little bit more and find a diesel excurion. Probably end up spending more converting a gas one over the long run instead of waiting a bit more. Not the advise I would wanna hear in your situation but I would think its the best. Unless you can get your hands on a good donor truck with all the parts for fairly cheap.  

im gonna read up on the cummins swap while at work, but in a nutshell, what are the reasons people swap from the powerstroke, to a cummins?  

Here is a link to a v-10 to cummins swap. http://www.dieseltruckresource.com/dev/showthread.php?t=176490  

wow, thats a long thread. looks interesting though. read post #12 in that thread. thats the reason im going to get a gas one vs the diesel from the get-go its about 10k or more cheaper to buy a gas one lol  

yea if your gonna go through the conversion anyways will be cheaper to go with the gas route, but for just a diesel in general probably cheaper for the 6.0L excursion. Cummins is pretty easy and relatively reliable power for cheaper. I am a die hard Ford guy and love diesels too but I think my Ford-diesel ties end with the 6.0L, idi's and 7.3L PSD are great for what they are but to me the 6.0L is just a whole nother animal. Its cool and all but I would love a 600hp twin turbo cummins linked to a 6-speed, move any load with ease.  

either way its gonna be alot of work, im gonna try my best to get the diesel, but theres plenty of v10's around, still in nice shape, alot with less than 100k on them, nice interior etc, for under 10k. my dads 01 v10 has like 70k i think, but he uses it for work, theres some dents, would need a paint job to look new again, seats are dirty , carpet etc. it runs great though, just its not very clean, lol. plus its black. i want a gold one or that aspen green color (the goldish/green looking one) with a nice tan interior. really i just want a big truck in general. id get the gas one just to get the truck cheap, and ill prally just add exhaust and a FEW things, but not much becuase one day id like to put a diesel in it (PSD or cummins, dont know) again, i can prally get a diesel f250/350 for cheaper, base model, than an excursion diesel, but i really want the excursion, i just want a big suv with alot of space.  

heres one of the gas ones im looking at. its a little ways from my house so i havent looked at it yet in person, but it looks really clean from the pics. http://www.autotrader.com/fyc/vdp.j...on=&doors=&max_price=&cardist=13&rdpage=thumb  

Looks just like mine. How much more are you seeing the diesel models for? Really depends upon how much your time is worth, really. Or your time off doing a swap.  

heres the same truck but diesel, but look how much more, even with nearly similar mileage http://www.autotrader.com/fyc/vdp.j...09&transmission=&doors=&max_price=&cardist=13 and one other http://www.autotrader.com/fyc/vdp.j...09&transmission=&doors=&max_price=&cardist=15  

You should ask Power_Smoker (Red 72 crew cab) he just put a 12v Cummins in an Excursion.  

If you want to go the gas to diesel swap route the easiest and cheapest route is a cummins. Problems with swapping in a 7.3 or 6.0 is you have to swap the whole harness ecm pcm tcm everything where with a cummins swap you dont need anyof that no matter what cummins engine you swap in. Thene there is the trans issue, if its a v10 the 6.0 will bolt up to it but not to a 7.3 so if you want a 7.3 you will need to swap a trans as well. Gauges are nothing to get to work with a cummins, trans controller is cake to hook up and program, install is not that hard. If you plan to do the work yourself plan on about 8-10,000 for a cummins engine and all the parts needed for the swap if you hire soemone to do it like myself expect another 5-6000. But then you can also make a little back by selling the v10 you pull out. If you swap a diesel cummins is the only way to fly.  

I am smack in the middle of a 6.0 replacing a 5.4 in a 2004 ex into the whole rig about 9500 with built trans and great motor very easy swap started this morning and should be done tomorrow everything and I mean everything is the same just pull tranny, transfer case, and motor and slapping all newer stuff in. Keeps your eyes peeled for a good parts truck thats been hit from the back for cheap  

HOw did that work out for you?  

Heres one for 11,900. http://denver.craigslist.org/ctd/943557527.html Here is another one with the 7.3 for 10,700 http://denver.craigslist.org/ctd/936915490.html There are a lot of good deals out there right now. Be patient and buy the right one.  

If you cant justify buying the 6.0 excursion you probably don't need it. Buy what you need, if you do end up doing a diesel swap start with complete donor vehichle as you will need to do lots of wiring and fuel system changes. It is easier to swap in a cummins, more grunt work, but far less wiring problems as you can buy harness adapters. I know this as Im in the middle of one now.  

Ok I have just finished a v10 to 6.0L conversion, there are a lot more differences than most people think. Here is a list of the basics you will need to do, I will start a complete thread about it soon. Parts you will need, I would start with a complete donor truck as there are many small differences. I cannot stress enough how important the wiring harneeses are, Ford offers many different options and some deal breakers can be manual, or EATC AC. The Excursion and trucks have completely different interior harnesses, and slightly different engine harnesses. If you are electrically savy and have the proper toold and schematics you can build/modify existing harnesses but it's not easy, and the color codes don't always match the book. I spent 6 hours changing out one connector and pins on 16 wires in my Excursion as none of the color codes matched the book, and each wire had to be traced out. Motor complete with plumbing, and shrouds Radiator Coolant tank and lines Tranny and complete plumbing Engine Harness (options,truck, and excursion are different see connector C1433) Dash Harness (must be for correct options that your truck has, Excursion) Fuse Box (Truck, Excursion) Brake Booster/Master (different bolt pattern, can be corrected) Fuel pump and lines Fuel pickup Filler neck Vacum pump Exhaust Motor mounts Accelerator pedal Power steering pump, hoses, and reservior Intake Oil 15qts Mercon SP 19qts Filters  

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Excursion engine swap 6.8L gas to 7.3L?

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Questions? Has anybody done this swap? How difficult is it and how much did it cost? Would you do it again? Oh it is a 2000 Ford Excursion and I am wanting a 7.3.  

You are pretty much going to need a whole donor vehicle. In other words you need to start at the front grill and use everything from it to the drivers seat to do the conversion.  

There was a guy that had a build thread on this VERY swap. He took out a V10 in an Excursion with a rod through the block and installed a 7.3. it took him the better part of a year because he basically had to reconstruct the entire truck. Oh and it doesn't stop at the drivers seat, you need the fuel system too, Diesel filler neck the fuel pickup and in tank stuff. and while your in there might as well do the "Hutch Mod". He had all kinds of issues and the poor guy had to FleaBay almost all the parts he didn't have or go to the dealer. Cost him a fortune even before it was done. Then he got it running and had some bugs to work out but after a while of futzin with it he finally after all that time ran good. Almost a year went by. Now it gets ugly. He lives in California. Oh ya, you guessed it. He went to title and emission check the vehicle and when the state checke looked under the hood he said "Oh wait one second, whats this motor doing in here?" "Theres supposed to be a V10 gas engine in here" Ya you'll have to get this engine removed and put the correct engine in here before you can get plates for it. At last count, he was either trying to title in in Nevada though a post office box and/or trying to sell it, but that was a while ago. Want this? Have at it bud! Good luck!  

It's definitely illegal in California. I don't know about GA. I'd check it out with GA DMV before you go to all that work.  

Not a job I would tackle. It would be cheaper to buy a diesel excursion and sell the gasser (even if it's motor is dead). As far as it being illegal in CA, I can believe that. Diesels are legal there, but they have to come from the manufacturer and probably be untouched. They're cleaner than gassers in some ways, but hey, it's California. Back when they had emissions checks here in Alaska, at the 5 year old mark, they all needed to be checked, even Diesels, which got an "Exempt" sticker. When I went in to get mine inspected, I asked why it was even needed, and the inspector said, "we've had guys swap out diesels for gas motors". I asked why anyone would want to do that (except maybe a GM 6.2L diesel), and he had no answer. Then he proceeded to walk out to my truck, verify the VIN on the title and stick the sticker on the windshield. Didn't bother to look under the hood or even smell the exhaust. :grin2: :shrug03:  

There is a guy on this site who just announced that he will be putting his 7.3L Excursion up for sale. Something to consider.  

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1999-2007 Ford 5.4L or 6.8L

Posted by Diesel Conversion on Oct 15th 2020

Many times customers ask about converting 1999 - 2007 Ford  ®  5.4 and 6.8 trucks to a diesel due to the fact that they can be purchased reasonably, or they already have one and would like diesel power. There is not too much difficulty with this conversion, as these trucks will accept a diesel Super Duty intercooler without modification and the frame and transmission mounting is the same as the diesel versions. You should plan to drop the fuel tank and remove the electric fuel pump. This is explained further in the installation manual. Keep in mind that a new diesel exhaust system is recommended and a diesel radiator is also a good idea if you plan to do some considerable hauling.

It is recommended that a F-250 or heavier duty chassis be selected for 6-cylinder conversions, as the F-150 chassis is really too light duty to handle the power and weight of the 6-cylinder Cummins  ® .

TRANSMISSIONS

5.4 AND 6.8 AUTOMATIC TRANSMISSION SECTION 

The 4R100 transmission in the gasoline trucks are a fine transmission.  If you are planning on doing constant heavy pulling or adding a lot of performance upgrades to your Cummins you may want to have your transmission rebuilt with aftermarket parts.

The 5R110 is not considered a "conversion friendly" transmission due to the limitations of aftermarket transmission control modules.  If your gas powered truck already has a 5R110 equipped it is highly recommended to switch to a 4R100 transmission!

FORD STANDARD TRANSMISSIONS Ford 5-Speed  – Diesel Conversions  ®  currently does not make a 5.4 or 6.8 5-speed adapter plate due to the small clutch that would have to be used. We may someday for 4BT conversions. We make adapter plates for 5 speed transmissions as long as they were behind a 7.3 diesel or a 460 big block. The 1995 and newer transmissions are rated for 470 ft. / lbs. of torque.

Ford 6-Speed  – Diesel Conversions  ®  currently does not make a 5.4 or 6.8 6-speed adapter plate due to the small clutch that would have to be used. We make adapter plates for the 7.3 and 6.0L diesel 6-speed. These are very good transmissions for the conversion, and worth the upgrade.

INFORMATION ON PARTS IN OUR KITS

Adapter plate.

Our adapter plate kit uses the 6.0L Ford Power Stroke  ®  starter. This is actually the same adapter that was designed for the 6.0L 5R110 automatic transmission but it also works for the 4R100, and allows you to upgrade in the future if you'd like. Two holes in the top of the adapter are not used (the 4R100 does not have these holes, and two in the bottom are not used either, or if you want to use them drilling out the threads in the bottom holes in the transmission is required. The adapter plate replaces the adapter already on the back of the Cummins engine, making a factory quality connection for the transmission. They are precision machined from aircraft grade (6061) aluminum.

ENGINE MOUNTS

Our motor mounts are pre-drilled to accommodate for the stock engine fan (recommended). Because the Cummins engines are longer this will move your transmission back 2” to 3” causing you to move your transmission cross member back. The engine mounts are an excellent design with a bolt going all the way through the isolator, instead of relying on rubber and weak interlocking tabs to secure them to the frame cross member.

It is necessary to move the transmission cross member back or lengthen the slots in the mount to slide the transmission back enough to give room for the engine driven fan. Automatic trucks already have holes in the frame to move the cross member back to accommodate the Dodge Cummins engine driven fan.  You will need to shorten your rear driveshaft about 1.5". The front driveshaft has a longer slip yolk and is long enough unless you have a lifted truck, then you'll likely need to lengthen the front shaft.

SENSOR ADAPTERS

Bushing kits include our custom built adapters to put your Ford gauge sending units into the Cummins engine so that your stock gauges still work with the Cummins engine.

ALTERNATOR REGULATOR

When using Dodge Cummins alternator we provide you with an external voltage regulator. Common Rail applications do not need the external regulator.

EXHAUST MANIFOLDS

Our conversion friendly manifolds work much better in the conversion for the 12-valve and 98.5-02 24-valve engines. These manifolds place the turbo in a better place for a/c component clearance than the stock variety, and also make exhaust and turbo oil drain connections easier as well. The conversion friendly manifolds improve air flow over stock and are 2-piece to prevent cracking.

12-Valve Engines

When using a 12-valve engine for your conversion with one of our manifolds it is required that the housing of the turbo be re-oriented so oil feed and drain are vertical. Once the housing is re-oriented, the waste gate actuator will interfere with the engine block. To remedy this issue, we offer a conversion friendly waste gate actuator kit (DCS Part Number 3048) to fit the H1C and HX35 Turbos that came factory on the 12-valve engines.

24-Valve engines

When using a 24-valve engine for your conversion with one of our manifolds we recommend upgrading to a 2003-2004 Common Rail or similar style turbo . Due to the design of the waste gate actuator on the stock 24-valve turbo it makes it difficult for the housing to be re-oriented. Using a 2003-2004 common rail turbo alleviates this issue.

EXHAUST RELATED PARTS

Along with replacement manifold gaskets, hardware, and turbo mounting studs, we also offer a flexible turbo drain tube that connects to the stock hose and elbow that is left in your engine block when the stock drain tube is removed. The flexible drain tube makes for an easy connection to the re-oriented turbo housing.

The tach kit consists of three parts; the Mounting Bracket, Sensor, and Tone ring. These parts are necessary to make your factory tachometer work.

 Providing this signal to your Ford PCM computer also is necessary for the air conditioning, transmission temperature, and other gauges to function properly. All 5.4L and 6.8L trucks require the tach ring that bolts onto the front of the Cummins crankshaft balancer for the sensor to send the correct signal pulse to the Ford PCM which makes the tachometer work.

 It is not necessary to buy a diesel instrument cluster for your truck.

TRANSMISSION CONTROLLER

See the  Automatic Transmission Article for more information.

AIR FILTER KIT

Our air filter kit includes a Brute Force air filter, pipe and hose to connect to your turbocharger. We offer two styles of air filter kits. The kit the 5.4 or 6.8 liter truck will most likely use is the DCS  SKU 1941 . It requires relocating the passenger side battery to the driver’s side. This takes some fabricating skill to make the brackets to mount the passenger side battery tray and another one just like it on the driver’s side, but it provides a nice roomy area for the air filter, and allows you to keep the degas (radiator fill tank) in its stock location.

The DCS  SKU 1943  positions the Brute Force air filter between the passenger side battery and the radiator. This is especially the kit to use if you are using a Ford 6.0 diesel radiator and a common rail style turbo.

The complete A/C line connects to a 1994-2005 Dodge compressor.  All you have to do is bolt the line to the drier and condensor, & refill the system.  It's that simple!

RADIATOR HOSE KIT

Diesel Conversions  ®  radiator hose kit includes the radiator and heater hoses that work well in the conversion and a specially bent aluminized steel lower radiator hose connector tube along with hose clamps. The kit that is offered in our kit builder for these trucks only works with the stock radiator and a new style water connections as shown on our  Cummins Engine Information page.

WIRING HARNESS SERVICES

Diesel Conversions  ®  can provide you 5.4 or 6.8L engine harness modification services that make wiring much less of a challenge. We modify your Ford engine harness to connect to a Cummins engine harness, providing your Ford PCM the signals it needs to make your factory gauges work. This service is normally included in our comprehensive kits.

PARTS YOU WILL NEED TO GET ON YOUR OWN

Even if you buy everything Diesel Conversions  ®  sells, you will need to come up with a few parts on your own, such as an exhaust down pipe (usually a Dodge  ®  down pipe can be a good start), a diesel exhaust system for the same year and style of your truck, a Ford Super Duty diesel radiator and intercooler, and intercooler tubes (again Dodge stuff can be a good start). We may be able to supply you with these, but our supply is limited at this time. If you live in a colder climate, we would also recommend adding an additional battery for longer starter cranking ability.

Automatic transmission equipped trucks will require a throttle position sensor. Depending on the year and what transmission your Cummins engine had on it originally, you may need to purchase a throttle position sensor, or look into other options. All 24-Valve engines already have a throttle position sensor that can be used for the transmission controller.

Sometimes customers buy engines out of industrial applications. These engines may not have the correct brackets for conversion friendly accessories. See  Cummins Engine Information for more information  .

CONSIDERING HAVING US DOING THE CONVERSION FOR YOU?

Give us a call and find out how Diesel Conversions  ®  can do a professional conversion on your truck for a reasonable price. We have an international airport for travel from and back to our shop, and also can help with shipping options getting a disabled truck here.

This information is provided to you to help you make an informed decision on your conversion. If you have any questions do not hesitate to  CONTACT US .

*Diesel Conversions   ®   is not affiliated with Cummins, Ford, or Dodge. Our use of these and other registered trademarks is for descriptive purposes only.

Diesel Conversions  ® Diesel Conversion Specialists www.dieselconversion.com 406.755.8878

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2000 Ford Excursion as expedition vehicle

• Thread starter RKraft
• Start date Mar 7, 2013

• Mar 7, 2013

Hi I am fairly new on this site but have been looking around. It's a great site and glad I joined. My question is this I have 2000 Ford Excursion and in process of building roof rack for it, start to build front & rear bumpers in near future. Also thinking a mild lift of 4-6" lift, 12V Cummins conversions in a year or so since it is a V10as of now. We are a family of 4 wife, me & 2 kids oh yea 1 dog. Would like to start taking family out exploreing and trail riding. My son wants to get a 4 wheeler but I think it would be more fun if the whole family. Sorry for long winded post but where in upper midwest can we go to start with & how should I set up my Excursion? Thank you for your time & opinions. Randy  

I'm relatively local to you! Pros of a 2000 Excursion: H-U-G-E inside....easy to build a bed platform with a real queen size mattress and still have room Based on the F250, replacement parts and aftermarket solutions are everywhere Solid axles front and rear, they're strong Leaf springs front and rear, simple, and very easy to install that 4-6" lift you're considering Hybrid dutch-door rear doors mean you can have bumper-mounted gear and still open the upper glass liftgate So many bumpers available, you don't have to make your own. You'll even find them used Originally available as a diesel, so a diesel conversion is easier. Even a Cummins swap Cons of a 2000 Excursion: H-U-G-E outside....probably okay in the MidWest, but there are lots of places an Excursion simply won't go or won't fit Based on the F250 with leaf springs, the turning radius is atrocious. Makes it very difficult to navigate tight trails They are very, very heavy. Over 1000 pounds heavier than a comparable Suburban 2500. This affects nearly everything I'd stick with the V10, it's a good motor and doesn't lack power --- the Cummins swap is complex, expensive, and heavy. You'll never save enough in fuel costs to justify it Welcome to Expediton Portal, and have fun enjoying it with your family!  

I know it is a big just figuring could start with it then maybe find 1st gen explorer or jeep Cherokee to build a nice trail rig. Already have 97 12V Cummins sitting in shop that's why I was thinking of conversion. If & when I find a explorer or jeep I know I have a go tow vehicle already. Thank you for your response. Randy  

A mild lift that gets the springs away from the bump stops and tires seems to really transform Excursions when it come to trail ability...at least it did on mine. Size can be a limiting (or at least annoying) factor on some trails and you should expect some non factory pinstriping to occur. The ability to easily carry a lot of gear can also be very useful...when in doubt take it! I have also thought about the 6bt 12V conversion which is fairly strait forward to do. My concern is emissions laws. If they ever enacted mandatory visual emissions inspections (or worse) you are going to have issues.  

As far as fuel tank these Excursions have 44 gallon tanks. Not to worried about emissions. Ia have a few of the key pieces for conversion the big part the engine & intercooler as of now. Randy  

• Mar 8, 2013

Owned a v10 01 crewcab f250, had a buddy with a lifted v10 excursion. Good, reliable, low maintenance trucks. 10mpg is very normal. Turning radius is comparable to a cruise ship. Before you do anything, try using your truck the way you see yourself using it, then see what you think. Typically, we don't need to do nearly as much as we think.  

Montereyman

• Mar 11, 2013

What I have seen work the best for family outtings such as you envision is to have a 4WD pickup truck pulling a travel trailer and having an ATV stowed in the bed of the truck along with a couple ramps. An ATV will easily go places that a large and top heavy SUV would be difficult and possibly unsafe to use. This makes it easy to carry kayaks or mountain bikes or additional items on a bed rack as well as the ATV. The wider and longer and the higher the center of gravity the more limited the use of any vehicle in the western USA. A jacked up SUV may look cool but it is not a good off-road choice and interior storage that is needed for seating and for gear and for sleeping and for cooking is much too limited for a family in even good weather.  

• Mar 26, 2013

Randy, You have the best North American Overland Vehicle made since the Suburban was introduced in 1933. My daily driver is a 2005 6.0 diesel Excursion, 3 boys and two dogs. One, a Great Dane, who happily walks around inside without ducking her head. This is the most underrated North American overland platform around. Based on the F-250 it's solid and proven with extensive aftermarket support and a Ford dealership in every town. On road performance, both diesel and the V-10 blow away all other platforms. I've been to two Overland Rallies in VT and both times the Ex out performed expectations. We conquered obstacles some jeeps and rovers failed to negotiate. Actually I had to strap a Disco who couldn't make a muddy hill climb that I made with ease. Both years crowds gathered to see the carnage only to watch, drop jawed and literally cheer and shake my hand, after we made it through. The VT trails are very tight but if you know your truck you will be surprised what you will fit through. Where the Ex really shines is on the road; space to spare, 44 gallons at 15+ mpg (diesel) range, seating for 8, plus 2 dogs or equivalent all with DVD entertainment and power to spare. Three advantages of the Excursions size: 1.- I don't need a trailer, the roof rack and interior capacity cover this need. Don't get me wrong I WANT a trailer cause it's so cool but now I can't justify the need. Plus side....I'm nimble vs a Jeep with a trailer and completely self contained. 2. - I don't need a rear swing away bumper because there is so much room inside . I now have a 35" spare stuffed away in the stock location including the carpet cover...yes it fits. You will need get a large chain link from Hm Dept to extend the mounting point. 3.- Happy family - importance level HIGH for the intended use of vehicle. Example..... I went from VA to Yellowstone down to Moab then home with three boys 10, 8 & 6, my brother and my mom. 5,000 miles, 17 days and everyone was happy, comfortable and had fun. You will not do that in a Land Rover, Toyota, Pinzguar, Unimog or Gwagon. Nor will you get Fords F-Series proven reliability and the security that you can be repaired in every rural town. Based on the Overlanding philosophy of minimal lift and retaining simplicity of platform.........KISS (Keep It Simple Stupid) Here's the mods I made to make sure I could get out of what I got into: ReadyLift 2" lift $400 (does not change suspension function, only raises platform with rear bock and front mini spring pack) 35" tires that do not rub after trimming plastic in wheel well, approximately two inches (just plastic) front Auburn electric ECTED locker with stock rear limited slip (lockers will get you further than large tires and a lift) front ARB winch bumper and winch, giving you at least a little overland bling defenderracks.com 9.5' x 5' roof rack, made for a van but works if you extend the stock roof track system. I used Yakima tracks but, after research, found you could just buy additional sections of track from ford which would have matched up nicely. Love to see more Excursion builds on this sight so welcome and keep us posted! Roudy  

hollaback55

can you post up some pictures of your rig. it sounds awesome.  

• Mar 27, 2013

that's an bad ***** rig. well done they have the size for a real family plus a canine friend and all the gear you could want.  

Thanks It's a great truck. Always wanted an H1 wagon though.....maybe someday  

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2000 Excursion VE 24V 47RH Swap

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That's a beautiful looking excursion. Sucks about getting water in the engine. Keep the pictures coming..  

Thanks! Yeah, it did. But now I have the other engine reassembled. I have to modify the head in a couple of spots to allow for clearance for the VE. Then get the pump back and install it. Hopefully they'll have the pump done tomorrow morning.  

Why did you decide to do a 24v VE? I've never heard of that before...  

I had a thought one day and decided to try it. LOL We've done several P-pump conversions, and I figured the VE would be a cheaper route. Plus it should get really good mileage.  

The milage part makes sense for sure! It will be interesting to see how it does.  

I was wondering about the ve pump in your sig too and then I saw you using it in this excursion. I am very interested to hear how it does in this. I like people that think outside the box...  

I've been trying to get odds and ends on this thing. Ordered a new throttle cable for it, got my yoke robbed from a dodge drive shaft, installed the tcase rear out put shaft seal, installed yoke and measured the shaft length. Took the shaft to the drive line shop yesterday, and they got it done today. Yesterday my dad installed the 3:55's in the rear axle and got it set up. Now I'm trying to arrange the fuel filter location so I can get the throttle bracket built and on. We did get the rear end figured out. Dang pinion bearings are different on the inners from old body style to super duty. Also my rear calipers were deteriating and the pistons were coming apart. So it got new calipers and pads in the rear. The aluminum diff cover is on and new fluid and a new pinion seal are in. The fuel tank is back in and the fuel lines are hooked up from the tank to under the driver's seat area. The shift cable for the trans is installed and hooked up. Intercooler tubes are made, just need to finish grind them and weld one bead on another. I got a new A/C comp, but have to figure out the best way to complete the A/C lines. I need to rebuild the turbo, build the throttle linkage set up, finish running the fuel lines, and mount a lift pump. Then I should be able to add fluids and start it. It isn't too far off really.  

Is it on the road yet? how's it behaving? :sofa1:  

I love the ve idea! I had a 93 12v in a s/d, now I have a p pump in a s/d and as far as engine noise and mileage, I like the ve better. I'd like to do a 24V VE some day, did you post the pump swap anywhere? I assume other than custom lines and injector bosses, everything is bolt in, nice work<br /> <font color="gray">Sent from <a href="http://www.autoguide.com/mobile" target="_blank">AutoGuide.com Free App</a></font>  

It sounds like this thing is coming along awesome! It looks fantastic! So when are we going to hear about how the power and milage is with this setup?  

Ah, i gotcha, sorry to jump the gun! haha. So i thought i read that on a p-pumped 24v you have to either change the injectors or the pop pressure on them? Is this true for the VE swap?  

No problem. Yeah it's a good idea to reset the pop pressures. These were reset by my brother who builds injectors. They are 7x.010s.  

great job........ no really great job  

When I opened this thread, I was hoping that it wouldn't be some hacked together, overly lifted thing with huge tires, and I wasn't disappointed. Great job! It looks great as well!  

Man, its nice to hear some similar sentiments. I always get flamed when I voice my "not overly thrilled" opinion on the gawdy stupid stacked out rigs that everyone thinks look sooooo good. In other news, nice job OP. I only wish I could have a rig like this. :thumbsup:  

Thanks guys. Looks like my photobucket account is over bandwidth. Dang it.  

Sweet swap, I'm bookmarking this one for future use.  

looks real nice. Once the bugs are all worked out. It will be worth it.  

Kind of resurrecting an older thread, but on your gauge senders did you replace the cummins senders or did you use alternate locations?  

BBslider001 said: Man, its nice some similar sentiments. I always get flamed when I voice my "not overly thrilled" opinion on the gawdy stupid stacked out rigs that everyone thinks look sooooo good. In other news, nice job OP. I only wish I could have a rig like this. :thumbsup: Click to expand...

I still like the rotary ve 24v idea. I found a 24v with a bad piston for cheap and might snag it for this swap. You got the timing all squared away? Nice clean rig. Sent from AutoGuide.com Free App  

Thanks. Yeah I backed the timing off some back after I got the 2nd engine in it. It sounds like it could use some more backed off but it might just be my ears playing games with me as it is a different sound from the P-pump 24v and the VP trucks.  

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