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Full Test: 2000 Ford Excursion
Wretched Excess
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By Christian Wardlaw
Date posted: 01-01-1999
Overdoing it has become a national pastime in the United States. We eat too much, spend lavishly on credit, and buy extravagant houses. Talk shows tell us that size does indeed matter, and we believe that he who dies with the most toys wins. Want proof that our culture is deeply stained by wretched excess? Check out Howard Stern's extreme Saturday night television shows. The extravaganza that is Las Vegas. Obesity in children who do nothing but play expensive video games hour after hour. Record numbers of bankruptcies during one of the most extensive economic booms this country has ever witnessed. The inexplicable success of Pamela Anderson Lee's "VIP." Execrable gold packages and fake interior wood trim kits on Toyota Corolla CEs. This excursive road test, from which many words should have been expurgated. The fact that the Ford Excursion exists, and is selling briskly.
Excrescence, which also fits Ford's ex post facto nomenclature scheme for its lineup of SUVs, might have been a better name for this monstrous outgrowth of the sport-ute craze. Our dictionary says "excursion" means a short journey or outing made for pleasure or a trip at a special reduced fare. Since this truck isn't pleasurable to pilot, costs more than 40 large and slurps fuel like a wino does Boone's Farm, excursion is not exactly accurate.
Ostensibly designed for those who tow large loads or shuttle eight passengers on a regular basis, the Excursion is Ford's new entry in the expanding full-size sport-utility arena. Based on the heavy-duty F-250/350 pickup truck frame and sharing sheetmetal with the rugged Super Duty trucks from the A-pillar forward, Excursion officially breaks General Motors' lock on the super-size SUV market and dethrones the General at the same time. Exalted to king of what many consider to be (Expletive) Mountain, Ford now claims bragging rights to the biggest SUV on the planet.
It's larger than the redesigned Chevrolet Suburban and GMC Yukon XL -- much larger. To the extent that it must be parked outside in the weather because it won't fit in a standard garage. So have fun scraping the ice off the windows in the winter and scrubbing bird excrement and tree sap off the roof in the summer. In comparison, the shorter (in length and height) Suburban and Yukon XL squeeze into most covered spaces attached to modern homes.
Adding insult to injury, the big GM utes will also tow more weight when properly equipped (10,500 pounds vs. the Excursion's 10,000-pound limit) while carrying the same number of passengers. And who transports eight passengers on a regular basis besides airport shuttles and couples doing their part to overpopulate the earth? If indeed you do need that many seats, vans provide superior entry and exit for travelers. Aside from ski resorts that operate express transport from Vail to Denver's airport, we can't think of a single hotel or taxi service that would prefer the pricey Excursion over an economical Econoline.
Furthermore, Ford is exploiting Excursion's status as a low-emission vehicle and the existence of a patented Blocker Beam as exculpatory evidence exonerating the company from responsibility for damage to both the environment and motorists involved in an accident with the new SUV. Allow us to expatiate. Because the Excursion's earth-crushing 8,600-pound gross vehicle weight rating (GVWR) exempts it from meeting stringent light-duty truck emissions standards, the Excursion can legally expel twice as many pollutants* through the exhaust pipe than the light-duty Suburban and Yukon XL 1500. Still, 20 percent of each Excursion is comprised of discarded consumer trash, and all but 15 percent of this SUV can be recycled when the truck expires.
But all those used two-liter soda pop bottles, bottle caps and rubber tires add up to an excessive 6,610-pound curb weight (2WD with 5.4-liter V8 -- the 4WD Diesel weighs 7,648 pounds). When meeting up with an Excel sedan barely one-third as heavy, Excursion will certainly expunge the Hyundai driver's beliefs in existentialism. For reference, a 2WD Suburban 1500 weighs 4,194 pounds and the 4WD 2500 tops out at 5,760.
Expounding on Ford's exclusive Blocker Beam, we can tell you it consists of a hollow steel crossmember hung from the front edge of the frame that is designed to "catch" passenger cars in a collision, theoretically keeping them from becoming subjects of extrication for paramedics. At the rear, a standard trailer-towing hitch keeps regular Joes from sliding beneath the vehicle, though we wonder if the system was properly tested for effectiveness. In most rear-end collisions, the driver doing the colliding is on the brakes hard, which pitches the vehicle's nose forward and down. If the Excursion's trailer hitch isn't low enough, it'll just dig a trench in the hood of the car ramming it until the rear bumper is introducing itself to the wayward driver's windshield.
Despite Ford's predictions about who will buy the Excursion, we're seeing them pop up in exurbia like Boxsters in May. Wealthy soccer moms and dads concerned about the safety of their families on road-rage ravaged highways are just as excited about this truck as retirees with an Airstream to haul to Florida for the winter. So, as good citizens interested in helping consumers find the vehicle that fits their needs, we obtained an Excursion Limited for a two-week test in Denver.
Exorbitant fuel expenditures may cause extrasensory levels of disbelief. For example, our 4WD V10-powered Ford averaged 12.4 miles per gallon in city and highway driving on the pavement. That translated to $1 for every 8.7 miles traveled during the test period, not including maintenance and insurance. Filling the 44-gallon tank at $1.30 per gallon would cost $57.20. Off-road, we got 10.1 mpg. Excruciating, huh?
Though the 6.8-liter, single-overhead-cam V10 engine makes 300 horsepower at 4,250 rpm and 430 ft-lbs. of torque at 3,250 rpm (maximum torque output measures 383 ft-lbs. at an extraordinarily low 1,500 rpm), our truck accelerated lethargically despite a heavy foot on the throttle. Mated to a four-speed overdrive automatic transmission, power delivery is smooth and refined, though on hills the tranny can hunt for the right gear, sometimes shifting harshly. An overdrive-off button on the end of the shift column lets you use engine braking to help slow the Excursion on steep declines, saving the brakes for when you really need them.
Fuel expenses and snail's pace motorvating aside, there are other reasons to leave the hulking Excursion to that small percentage of the population that actually needs it. Exhilarating is not how we would describe the Excursion driving experience. Despite leather seats and a full load of luxury-like conveniences, this truck drives like a Super Duty pickup loaded with 1,500 pounds of metal, rubber and glass. Ride quality and steering response, like fuel economy, are oxymora. The archaic yet sturdy front suspension (Twin I-Beam on 2WD and beam axle with leaf springs on 4WD) transmits via shock wave impacts encountered by either of the front tires directly to the driver's arms. Ride harshness is quite evident, and over dips, such as those traversed on expressway overpasses, the Excursion porpoises fore and aft. Exacerbating ride comfort problems are long stretches of broken pavement that unsettle the underpinnings, making the truck feel like it's about to change course whether you want it to or not.
RuPaul's sexual preference is less vague than the Excursion's recirculating ball-type steering gear, and this exacts a toll on any feeling of stability. Around turns, the rear end seems to change direction only after a momentary pause. Though equipped with large front disc/rear drum four-wheel antilock brakes, our test truck dove left under hard braking and wavered all over the lane in panic stops. Riding on 265/75R16 light-truck all-season tires, the overwhelming Excursion couldn't exit a cloverleaf off-ramp at more than the posted speed without scaring the bejesus out of the driver and passengers.
As expected, modern strip-mall parking lots are exceptionally difficult to navigate, and it's not easy to judge distances in close quarters. In fact, our Excursion didn't fit into any of the slots at the Barnes &Noble near Park Meadows mall in suburban Denver. We considered testing to see if we could stuff it into the underground parking area at downtown's Pavillions shopping and entertainment complex, but we thought better of it after trying to cram it into our editor's garage. Parking this truck, whether at home, work or when out for a night on the town, requires planning.
An off-road expedition takes just that, too. Planning. Not because you'll need to worry about packing light. There's no need to be concerned about exiguous cargo space with this expansive beast. You'll just need to make sure the Excursion will fit where you want to go. This vehicle is 6-and-a-half feet wide at the mirrors, and with nearly 19 feet of sheetmetal between the tips of the bumpers and an extremely wide turning circle, it would be simple to get wedged into a tight spot that would require deforestation to extract the truck.
We went off-road in the foothills of Colorado's Rocky Mountains, keeping to well-traveled paths to avoid getting in over our heads. On these trails, the Excursion performed remarkably competently, with brush scratching the paintwork only occasionally. Wheel articulation was impressive, and we didn't bottom the truck or scrape the trailer hitch during any part of our maneuvers. The Super Duty pickup's ultra-stiff underpinnings helped in this regard, but plowing over successive dips and whoops was akin to riding a bucking bronco.
Power folding mirrors would have come in handy on a couple of tighter sections of two-track, and the gargantuan hood hides everything on the other side of hills, requiring that the driver stop to check what's on the other side before proceeding. Once, when we were engaging in exactly this behavior, we found a Blazer, an Explorer and a Pathfinder headed out of the hills for home. Backing the Excursion along narrow trails is no treat. Finding a spot to move it out of the way without excoriating exterior extremities is even more challenging.
Exhibiting an exceedingly obnoxious thrumming reverberation on washboard roads, the Excursion also emitted a cacophony of rattles and squeaks over rutted roadway. On a positive note, the ABS is not at all intrusive on dirt, offering excellent pedal feel, progressive rates of travel and easy modulation. The thirsty V10 grunts the giant truck up and over all obstacles, proving the benefits of tremendous low-end torque.
After our trek into the mountains, we decided to wash the Excursion in the driveway. Using two buckets of suds. And a stepladder. We didn't want to risk damage to the test truck in an automated car wash. After the lengthy task was complete, we noticed how handsome the Excursion is. As mentioned previously, it shares components with the Super Duty pickup from the A-pillars forward, giving it a rugged, real-truck image. But from the front doors rearward, it reminded us of an Econoline van. In back, you get a cleanly finished three-portal dutch-door arrangement, flanked by simple taillights. Our two-tone Limited model (why not Eddie Bauer, we wonder?) was equipped with useful illuminated running boards necessary to board and disembark the vehicle.
Once inside, you'll find an all-work-and-no-play dash design lifted intact from the Super Duty truck. Industrial hard plastic surfaces coat the cabin throughout, but materials are generally good with fine fit and finish. Fake wood accents help richen the ambiance a bit, as does embroidered "Limited" script on the seatbacks. Phoenix and Vegas residents beware that the power window switches, when left exposed to direct sunlight, get too hot to touch, making it hard to air out the truck on hot summer days.
Our Limited model was equipped with a basic trip computer that offered readouts for exterior temperature, compass, average miles per gallon, and all-important in a gas hog like this, distance to empty. We also got comfy, well-placed armrests for both front seats, power rear quarter windows, and air-conditioning vents for all three rows of seats.
What we didn't get, and expected for more than 40 grand, was satellite stereo controls on the steering wheel, especially important on this vehicle since the dash-mounted switchgear is such a long stretch for driver. Other items we'd pay extra for include adjustable pedals, automatic climate control, a rear sensor system, signal arrow mirrors, an interior conversation mirror to spy on the youngsters in the rear seats, and a rear video entertainment system. Oh, wait. We forgot. The Excursion isn't designed to cater to the family-of-four crowd. Give us a red and white reflector strip on the back bumper instead.
Front seats, covered in leather and heated on our Limited model, are quite comfortable and are multi-adjustable to ensure that everyone can find a proper driving position. However, since Ford isn't currently offering its slick adjustable pedal option on the Excursion, shorter drivers will be up close and personal with the steering wheel. Dual door panel bins, a deep dash slot and a gigantic center storage console mean you'll have plenty of space for storage.
Rear seat riders will be less impressed with the Excursion, despite a rear audio system and separate air-conditioning controls. The rear seat cushion is too flat to support the thighs of longer-limbed adults, and legroom wasn't as generous as we expected. Underseat foot room was also tight beneath the power front chairs. Third-row passengers will be more comfortable, once they clamber aboard and slither past the sectioned second row (which slides generously forward to make back-backseat access easy). There's plenty of room in the last row for legs and feet, as well as a large storage bin.
That third-row bench is easily removable to expand cargo space, thanks to a simple release handle and casters that allow the seat to roll to the back of the truck. But once there, it's too wide to simply roll out through the dutch doors. The heavy bench must be muscled to an angle and then yanked out by two people (one person who wants a hernia can manage the task with considerable exertion). Thanks to 48.6 cubic feet of cargo space with all seats installed, however, removing the rearmost bench will be a rare occurrence for most households.
Make no mistake, it will be households that buy this rig in droves, and not the heavy-duty towing crowd Ford claims will drive most Excursions home. So, for those buyers without Class D certification on their driver's licenses, this expostulation is for you. This is reality without exaggeration.
If you must own an Excursion, exercise great care. You have to drive this vehicle deliberately at all times. Forget the cell phone and Big Macs. Also, you'll have to live with the fact that this is one truck that cannot be threaded through traffic expeditiously. It doesn't respond well to abrupt inputs, proper spacing between the Excursion and the vehicle in front of you must be maintained at all times for maximum braking room, and the engine isn't powerful enough to fill gaping holes in traffic with expediency. So just sit there in the middle lane and let the more rational drivers among us pass in peace. Fortunately, visibility is outstanding, thanks to the tall driving position, expansive glass area, and large mirrors that can be positioned to reduce blind spots. You won't have any excuses when you're explaining your side to the cops after exterminating the young family in the Civic next to you.
Fuel is going to be a huge expense. Parking is going to be difficult, and you'll probably suffer some dents, dings and scrapes with time. Passing won't be easy. U-turns require forethought and lots of room. The truck gets stored outside unless you have an oversized garage in terms of depth and height. This means you'll need to wax it more often, especially if you're leasing, and you'll need to find a way to scrape snow and ice off the glass without using a stepladder.
On the plus side, it holds up to nine people and a duffel bag for each, it is capable of moving substantial amounts of cargo (maximum capacity measures 165 cubic feet, though this is roughly equivalent to a Honda Odyssey), and it can tow an incredible, if not class-leading, amount of weight. Squatters get out of the left lane when you come blazing up behind them with the lights on (Geez, Wally! Get outta the way of the maniac in the Kenworth, will ya?), and the huge fuel tank provides exceptional highway range. Perhaps the deal clincher for some buyers will be the fact that the Excursion is exempt from luxury excise taxes.
Urban dwellers will want to avoid this vehicle. This is not an executive commuter (except maybe in Dearborn, Mich.). This is not a Mommobile. This is not an acceptable substitution for a minivan. It is designed to tow. It is designed to move large numbers of people on a regular basis. It is designed to carry bulky and heavy cargo. It requires wide-open expanse and a fat wallet to pay the monthly bill for fuel.
We aren't SUV-bashers, but we execrate the Excursion. The exemplary 2000 Chevrolet Suburban and GMC Yukon XL, thanks to their garageable dimensions, identical passenger-toting ability, and superior payload and tow ratings, are the full-size SUVs to buy, unless you need cargo-carrying space that only the Excursion's 165 cubic feet can offer (the GM utes provide only 138.4 cubes inside). Essentially, Ford has created an alternative to Super Duty pickup trucks for loyal Ford buyers who need the heavy-duty capabilities this beast boasts. In all other applications, Excursion exemplifies wretched excess.
*an extrapolation on our part
See all the Ratings: 2000 Ford Excursion 4 Dr Limited 4WD Utility Road Test Scoreboard
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