excursion v10 engine

Car advice put simply.

Ford V10 years to avoid — most common problems

Make an informed decision by uncovering the ford v10 years to avoid..

Before the release of the 6.8L V10 Triton engine in 1997, Ford offered a 7.5L V8 engine that had been on the market since 1968. The 7.5 V8 was a thriving commercial truck space innovation and a popular gas option considering the International/Powerstroke diesel engines. Notwithstanding the significant demand for the V8, the engine had to be produced on a separate assembly line which wasn’t cost-efficient, leading to the discontinuation of the 7.5L V8 gas engine.

After the demise of the 7.5, the only non-diesel engine options for truck drivers were the 4.6 Triton and the 5.4 Triton. Unfortunately, these engines needed more power for commercial applications and the hauling requirements for Super Duty trucks.

The 6.8L Triton V10 engine rolled in and was more cost-efficient and offered more horsepower than the Powerstroke engine, with high towing capacity and more affordable pricing. However, there are some downsides to this engine that we will be discussing in this article, along with the Ford V10 years to avoid and the best years you could consider.

Why you can trust REREV’s advice on which car model years to avoid: Our car experts look at official data, ask real drivers what they think, and talk to experienced mechanics to make sure our list is useful. This reliable info can make buying a car easier for you. Want to know how we do it? Find out more about our research methodology .

Most common Ford V10 problems

Several common issues you could experience on a Ford V10 engine are worth noting. These include problems with the PCV hose, exhaust manifold , spark plugs, and gas mileage .

Spark plug issues

A prevalent engine-related issue with the Ford V10 is with spark plugs. Pre-2002 Ford V10 engines have a design flaw within their spark plug and cylinder head designs that causes the plugs to either weld themselves to the cylinder head or eject out of the cylinder head.

The V10 engines used a cast iron engine block and aluminum cylinder heads with centrally mounted spark plugs. In comparison to the aluminum cylinder head, the spark plugs were produced from steel, whose heat tolerance differs from aluminum.

The most significant design flaw was the spark plug holes in the cylinder head. At a depth of just 5 inches, the spark plugs had to be remarkably short to fit within their respective walls in the cylinder head. Ford decided to accommodate the short depth by shortening the threads’ length, allowing only about four threads on the spark plugs in contrast to traditional spark plugs with 10+. This means there was little to hold the spark plugs in place.

As a result of the heat properties, the threads get welded into the cylinder head, weakening the material and the hold. In the process, one of these two things happens:

• The plugs blow out of the cylinder head because the material weakens and breaks
• You are unable to get the spark plugs out when making replacements because they are welded in place

Cracked PCV hose

Modern gas engines are equipped with a recirculating system called Positive Crankcase Ventilation, or PCV. A car’s engine burns gasoline and releases waste gasses as a byproduct. While most of these gasses go to the exhaust system for further burning, some get stuck in the engine.

When these waste gasses get trapped, they go down to the crankcase, which holds oil below the engine. If the gasses sit in the crankcase for too long, they can ruin the oil, causing critical engine issues. As a result, the PCV system is equipped with a valve within the crankcase that releases these gasses, recirculating them back into the intake manifold for re-burning.

The PCV valves release the gasses into the intake manifold through the PCV hose. This hose is connected to the intake manifold from the PCV valve. The PCV hose is made from plastic and is prone to cracking. When it cracks, the intake manifold loses pressure, causing air to leak out of the intake system, leading to various performance-related issues.

Exhaust manifold failure

Exhaust manifolds are bolted up to the exhaust system and engine cylinders, and they transfer used engine air to the vehicle’s exhaust system, where it is released into the atmosphere. On the Ford V10, the studs or bolts that fasten the manifold to the engine block are susceptible to rust and failure.

This generally happens after several years and is more common in areas with salty air. When these bolts fail, it doesn’t lead to any catastrophic outcome. Your manifold won’t fall out beneath your vehicle when you drive. However, the bolts will loosen, thus creating an exhaust leak. When this happens, your car loses all back pressure, causing a handful of issues concerning performance.

Gas mileage problem

All owners of the Ford V10 engines arrive at the same conclusion -do not drive a V10 if you are concerned about fuel economy. The engine is highly fuel-thirsty and can do just about 15 miles to a gallon on the highway and around 10-13 MPG in the city. If you are using your truck for towing, this even worsens -the fuel economy goes down to about 8-10 MPG.

Another significant problem is corrosion. The bolts that fasten the exhaust manifold can become rusty with time, making them incapable of holding it in place, especially in areas like the midwest, where salt is common on the roads.

As with the PCV hose, buying and attaching more durable bolts should address this problem. A significant problem you want to avoid is the lack of support from the original bolts resulting in cracks and leaks in the exhaust manifold.

Which Ford V10 years to avoid?

Some of the problems in these Ford V10 years to avoid include spark plug issues, cracked PVC hose, and rust.

As we mentioned, the Ford V10 and many other vehicle engines have a PCV system that recirculates engine exhaust gasses. The problem here is straightforward. While the V10 uses a valve that is efficient at taking out these waste gasses, the hose is made of plastic, making it prone to breakage.

When this hose breaks, a path to the manifold loses pressure, causing power loss and poor fuel economy. Fortunately, this is an easy fix. An average at-home mechanic could easily replace this hose with a sturdier one before the issue escalates to a more significant problem.

1997-2002 model years

As you know, a vehicle’s spark plugs are screwed below the cylinder head, often with a spark plugs wrench, and are held in by metal threads. In the pre-2002 Ford V10’s case, the spark plugs would get extremely hot to the extent that they would somehow jump out of the metal thread and shoot out.

Most drivers complain that they would hear a pop and a sudden loss of power because one of their vehicle’s cylinders was deactivated by the absence of spark plugs.

We’ll begin by saying that the Ford V10 is a reasonably good engine, although It doesn’t have the typical onboard diagnostics system on modern vehicles, partly due to the lack of need. The onboard diagnostics system lets you connect a code reader that detects why your car is showing a check engine light .

Although these diagnostics aren’t always accurate, the check engine light gives you a clue that you must take your vehicle to a mechanic who would perform proper diagnostics.

Best Ford V10 years

The Ford Triton V10 legendary unit is perhaps the most underestimated among high-performance gas engines. It is a truck engine that has also been used in several vans, project cars, RVs, etc. You can get a great performance experience from this engine, but that’s only possible if you stick to any of the many trusty year models of the V10 engine. 

We recommend the following reliable Ford V10 year models as safe to purchase without worrying about any significant cause for concern.

• 2005 Ford V10
• 2006 Ford V10
• 2007 Ford V10
• 2008 Ford V10

Ford V10 engines from 2005 to 2008 are reliable, with just a few complaints about its factory install spark plugs. 2005 to mid-year 2008 Ford V10 engines had the infamous breakaway spark plugs. You can quickly resolve this by replacing the spark plugs (on your routine maintenance intervals) with an improved design.

2008 and later V10 engines (with 2008 build dates) mostly use the improved design spark plugs from the factory, so they hardly ever have any issues. However, be careful, as some 2008 trucks have 2007-built engines that might have the old design plugs. Nevertheless, any 2005 or later V10 that has had the current design plugs installed and has had regular maintenance should be fine.

Is the Ford V10 worth buying?

The Ford V10 engine has an excellent reputation for reliability. Assuming the engine is operated in optimal maintenance conditions throughout its life, it can last at least 200,00 miles before requiring significant repairs. This means that you shouldn’t be scared of the Ford V10 unless you are frightened about getting 10 MPG from your vehicle.

When considering the purchase of a diesel-powered truck, the Dodge Cummins , Duramax, and Ram EcoDiesel engines are among the top contenders, each offering distinct advantages in terms of power, efficiency, and reliability. However, informed buyers should also be aware of specific model years that might be less desirable due to various issues or shortcomings.

What is the life expectancy of a Ford V10 engine?

The Ford V10 engine is considered fairly reliable, lasting upwards of 300,000 miles; however, problems start creeping in after about 200,000 miles.

What year did Ford V10 go to 3 valves?

Ford introduced a 3-valve variant in 2005, with a power boost of about 362 horsepower and 460 lb-ft of torque.

Filip is a lifelong car enthusiast with over 3 years of experience writing about cars and had worked as a mechanic apprentice for over 5 years, gaining hands-on expertise in automotive mechanics. At REREV, he combines his passion for cars with his comprehensive knowledge to provide readers with a unique blend of technical insight and engaging storytelling that sets the bar high for automotive content.

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Ford V10 HP and Torque Figures: Unveiling the Powerhouse Specs

The Ford V10 engine, officially known as the Triton V10, is a mainstay of Ford’s heavy-duty truck and motorhome offerings.

Renowned for its balance of power and torque, this ten-cylinder workhorse has evolved significantly since its introduction in 1999.

We have observed the Triton finding favor not just among those with commercial interests but also with enthusiasts who prize brawny performance without stepping into diesel territory.

Throughout its production, Ford has made advances in the Triton V10’s design, with notable improvements in horsepower and torque output.

Originally starting with a respectable 305 horsepower and 420 lb-ft of torque, the V10’s performance was upgraded in subsequent iterations.

By adopting 3-valve cylinder heads, the engine’s capability rose to a peak of 362 horsepower and 457 lb-ft of torque, ensuring that it remained competitive in a market that values robust strength for towing and heavy-duty tasks.

Our experience with the V10 has demonstrated not only its reliability but also its surprising adaptability, encompassing both 2-valve and 3-valve versions and various technical refinements over the years.

This diverse powerplant has maintained its appeal through a consistent delivery of muscle and dependability, proving its role as a cornerstone of Ford’s heavy-duty propulsion options.

JUMP TO TOPIC

• 1.1 Historical Context
• 1.2 Design and Engineering
• 2.1 Power and Efficiency
• 2.2 Mechanical Details
• 3.1 Commercial Use
• 3.2 Recreational and Personal Use
• 4 Maintenance and Known Issues

Ford V10 Engine Overview

In the realm of heavy-duty performance, our Ford V10 establishes its dominance through high power and torque figures.

This power unit is not just an engine; it’s the heart of Ford’s heavier models, renowned for its reliable service in many high-demand applications.

Historical Context

We’ve witnessed the evolution of the Ford V10 engine over the years.

Initially introduced in 1997 as part of the modular family, the Triton V10 quickly became a staple in Ford’s lineup, powering trucks and large vans.

Its inception marked a movement towards engines capable of handling tougher tasks without the bulkiness of traditional big-block designs.

Over the generations, we’ve seen significant enhancements in power, torque, and overall efficiency.

Design and Engineering

The V10 engine’s design represents a harmonization of power and engineering finesse.

Utilizing a 6.8L displacement, the cast iron block houses ten cylinders in a V configuration.

Performance and efficiency are governed by a single overhead cam (SOHC) design, with earlier models equipped with 2-valve cylinder heads and later ones boasting a 3-valve design for improved airflow and power output.

• Bore: 90.2 mm
• Stroke: 105.8 mm
• Compression ratio: Varies across different model years and specs

Materials have also evolved, including the introduction of aluminum in cylinder head construction for weight reduction and better heat dissipation.

With the meticulous design of the timing chain and commitment to reliability, our Triton V10 is an engine we can confidently claim stands at the peak of durability and longevity in its class.

Performance and Specifications

In tackling the 6.8-liter V10’s performance, we’re examining an engine known for its substantial power and torque figures, underpinning various Ford models known for their robust capabilities.

Power and Efficiency

Our 6.8L V10 showcases an impressive horsepower (hp) range, peaking at 362 hp .

Initially, the engine provided a solid 310 horsepower , offering the grunt needed for demanding tasks.

In terms of torque, this unit punches out a noteworthy 425 lb-ft , ensuring that heavy-duty towing and hauling aren’t just possible, but effortless.

Torque is effectively utilized across a broad rpm range, providing a dependable power curve optimal for utility vehicles.

Fuel efficiency is also a focal point, with the engine balancing a respectable mileage considering its size and power output.

Though it’s a gasoline engine, its performance competes closely with that of the Power Stroke diesel option.

Mechanical Details

Our engine uses a single overhead camshaft (SOHC) and has two main configurations: two-valve and three-valve.

It operates with a 9.2:1 compression ratio , efficiently processing fuel with precision.

Adding to its mechanical harmony, the 6.8L V10 employs a split-pin crank with 72° firing intervals and a balance shaft to alleviate vibrations, a common challenge with V10 engines.

Our engine’s firing order is strategically arranged to optimize power delivery and maintain balance within the powertrain, ensuring not just power, but also dependability and a smoother driving experience.

The utilization of ‘PI’ or Performance Improved heads, especially in models from the early 2000s onwards, indicates an evolution focused on maximizing power while fine-tuning efficiency.

Applications and Models

In our exploration of Ford’s V10 engine, we focus on its deployment across various vehicles, emphasizing its broad applications in both commercial and personal contexts.

Commercial Use

Ford’s V10 engine is a pivotal component in the realm of commercial vehicles, revered for its power and durability.

It is employed across a wide range of trucks and vans, targeting the needs of industries that demand reliable heavy-duty performance.

• F-Series trucks including the robust F-250 through F-650/F-750 models
• E-Series vans such as the Ford E350, catering to transportation and service industries
• Stripped chassis platforms, including the F53 for motorhome chassis and F59 for various commercial applications
• The F450 and larger, specialized for demanding tasks

These engines have also powered the Ford Excursion, providing substantial towing capacity for this SUV.

Moreover, the Ford V10 has been adopted in vehicles like the Blue Bird Vision school bus, demonstrating versatility across different heavy-duty applications.

Recreational and Personal Use

While the Ford V10’s prowess in commercial sectors is well-known, it also has a significant presence in recreational and personal use vehicles.

• Motorhome chassis such as the aforementioned F53, which serve as the backbone for many RVs
• Heavy-duty trucks like the Ford Super Duty series, which cater to personal users requiring powerful towing and hauling capabilities

This engine’s high horsepower and torque output ensure that it can handle not only the commercial workload but also offer the strength needed for recreational towing, such as large trailers or boats.

Maintenance and Known Issues

Maintaining the Ford V10 is crucial for reliability and performance.

Scheduled spark plug checks are important due to history of ejection or welding to the cylinder head, particularly in models pre-2002.

In terms of valvetrain , the SOHC design demands regular inspection to prevent common age-related wear and tear.

Concerning the exhaust manifold , watch for bolt or stud failure due to corrosion—affecting engine efficiency.

The V10’s durability is notable, handling heavy towing and hauling with ease.

Improvement through upgrades and aftermarket parts, especially in the ignition system, can bolster longevity.

With proper care, the V10 can be a dependable power plant. Ensuring regular maintenance and addressing issues promptly will mitigate the majority of common problems.

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Engine Swap for a v10 Excursion?

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Not sure it's appropriate to post this here but I feel this is my best location to get food accurate info. I recently purchased a 2005 Eddie Bauer Excursion. Interior is great, body is an 8 out of 10. No frame rot anywhere. Well maintained with all new suspension ect. The V10 is pushing 200k miles and I paid very little for the truck. I rather put a couple grand into this truck then spend 60k on a new f series that has the same towing specs ect. Would ok he better off rebuilding the existing v10 when the time comes? How difficult would it be to do a navigator 5.4 swap. The early 5.4 navis seem yo run for hundreds of thousands of miles and I am thinking might get better gas mileage then the v10. Most important thing is that is reliable as it will see cross country use. Any insight is greatly appreciated. Sent from my SM-G920V using Tapatalk  

Honestly, if it comes to it you're better off just rebuilding the V10. The amount of wiring harness work, money, and tuning you'd need to get a 5.4L DOHC to run would be better spent just dropping in a 6.2L SOHC or other more modern engine into it. While you're rebuilding the V10 you could have the heads ported, exhaust and intake manifolds extrude honed, and a true dual exhaust system put in. This will make more power which should help your fuel economy. I've been eyeballing some Excursions myself. Ideally I'd like a 7.3L PowerStroke, but they are hard to find in good shape.  

Christopher Ihara said: Honestly, if it comes to it you're better off just rebuilding the V10. The amount of wiring harness work, money, and tuning you'd need to get a 5.4L DOHC to run would be better spent just dropping in a 6.2L SOHC or other more modern engine into it. While you're rebuilding the V10 you could have the heads ported, exhaust and intake manifolds extrude honed, and a true dual exhaust system put in. This will make more power which should help your fuel economy. I've been eyeballing some Excursions myself. Ideally I'd like a 7.3L PowerStroke, but they are hard to find in good shape. Click to expand...

A well maintained V10 will last 200-300K miles. The fastest, simplest, cheapest, easiest path of least resistance is to swap a reman V10 in and roll with it. It is very hard to beat factory reliability. Once you start modifying it, you open several doors to possible failure. I see threads like this all the time. Swapping is NEVER cheaper than R&R what was there to begin with. And you won't have the same reliability. Your 1500 miles from home (and your tools and local shop) in a 15 year old, way not stock, modified truck and you're broke down on the side of the road. Who's going to fix it? How many days will you loose to getting back on the road? Now you have a totally stock same truck. You're broke down. You pay the local Ford dealer to fix it and be on your way. If you swap you will spend thousands getting it swapped, running right and tuned. That's on top of a ton of little details to resolve (nickle and dime you). You won't save much this way over all. Swapping to save gas is always a funny idea to me. The thousands you spend to swap and get it running could more easily just be used for fuel. Say you spend an extra $100/trip on fuel running the V10. And say you spend $10,000 to swap and be all up and running (you will likely spend more than that). That's 100 trips. How many trips a year do you take? How many years to break even on the money spent to swap? How much does the truck cost to own and operate and insure above and beyond the swap? Rebuild or get a reman long block and swap them.  

I don't need anymore convincing. Your making too much sense. Thanks for talking me off the ledge lol. Seriously. Now I need to figure out how to get better fuel economy out of it. I get 10mpg per tank of fuel, city and highway and I get 6mpg towing a 7k lb Camper. Sent from my SM-G920V using Tapatalk  

I've got 204l on the clock. I just drove round trip from New York to Wyoming 4400 mile round trip towing a 3k lb trailer and it ram like a champ.Doesnt burn oil. Maybe I can get another 100l out if it the way it is. Sent from my SM-G920V using Tapatalk  

5 star tuning can get you a little better fuel milage and power . You have an automatic transmission, so better than 10 mpg is going to be difficult. I believe 5 star tunes , also consist of some trans shift point changes , that may help . I have a 4x4 super cab short bed f250 on 35's , with a manual trans . Across the scales , I am close to 7k lbs . I get 14 on the hiway , and what little I town driving I do , it drops to about 10 . I am right close to 270k miles now , does use a little oil , but is rock solid reliable .  

12-valve Cummins...would be the perfect large SUV.  

Extrudehone is hellaexpensive for the gain.  

Start with the basics, like a good tune-up (plugs, coils, O2 sensors). I would think your mileage should be better. My father had an 08 F-250 w/ the 5.4. That was way anemic, and would struggle to get 12 mpg empty, never mind hauling anything. I would tend to think the V10 though bigger, wouldn't need as much input with the right foot like a 5.4 would. If you want to mod for mileage, your best bet would be make the truck easier to move. If you have upgraded wheels, get a set that just barely fits over the brakes. Something like 16" aluminum wheels, if it'll clear. Also, keep the tire width small, to run as small of a tire as possible. For comparison, the OBS trucks had 215X85R15 tires, or something skinny along those lines. You can also swap cams to a more truck friendly grind. Anything you can do to make torque lower, to keep the rpms lower, will help mileage. Make sure also that you don't leave the front hubs locked, as that will suck down gas. You can even take the front driveshaft off during the warmer months to save some weight. You can take it further if you don't plan on using the 4WD ever, by stripping it out. Bottom line, best you can do is make sure the wheels are easier to turn and take some weight off. If you got some money, a pair of cams to enhance low rpm torque. Other than that, the cost vs. mileage gain will not be worth it, especially when gas is once again, cheap.  

you COULD pick up my supercharger kit? that would make it plenty powerful!  

When the time comes you'll be better off sticking with the V10. I've seen a handful of them in E250/E350 vans go over 300k miles, but when you do have to rebuild it you have a lot of potential. It already makes 10hp/ 70ft.lbs. more then a 4v Navigator engine. If you stay naturally aspirated it will be almost impossible to catch up in the torque category. I did have 1 friend that had a V10 F250 and it responded pretty well to modifications also. If it were me I'd do an intake, tuning, exhaust, and some long tubes while rebuilding and go for another 300k miles, but if you want to step up even more you can go with truck grind cams which will give you decent increases in the power band area you'll be in the most while towing and daily driving. I personally seen that the long tube headers alone with high flow cats made a noticeable difference. All these things would be gains on top of your current output, however if you switched to the Navigator motor you'd have to do all of those, including the cam, just to make up for the large torque loss. Also the intake, headers, and exhaust will increase your gas mileage. You seem more focused on longevity and mileage then power, but if you did want a large power increase you could put a supercharger on it also. A V10 with a Whipple supercharger and a set of long tubes would be a torque MONSTER! Stick with the V10, more power, equal reliability in the engine itself compared to the 5.4, and better reliability in having a factory setup.  

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Ken Block seems like one hell of a nice guy. I ran into him at CES this past January, and he dropped the video games he was playing to chat with me for a while. His crew also recently gave our Steve Ewing a tour of the offices you're about to see on this video. Good guy to know. As it turns out, they're some fairly cool new digs. Dubbed 'Hoonigan Racing Division HQ,' the office is open to Ford Focus ST and Fiesta ST owners who attend the driving program offered out at Miller Motorsports Park. The very same program that Ewing reported on just recently. Or, if you've no plans to buy an ST or travel to Utah any time soon, you can let Block show you around himself in this MTV Cribs-style video. With interior decorating that relies heavily on shipping containers and luxurious amenities like a ping pong table, 10 refrigerators and a bear(?), there's no lack of eye-candy in the driverly HQ. (Judging by Block's outfit, you'll probably not go thirsty if you're a Monster drinker, either.) Take the tour along with the Gymkhana master, below.

Is it time for American carmakers to give up on dual-clutch transmissions? [w/poll]

Last week, in the midst of Detroit's first days seeking relief in Chapter 9 of the bankruptcy code, Automotive News contributor Larry P. Vellequette penned an editorial suggesting that American car companies raise the white flag on dual clutch transmissions and give up on trying to persuade Americans to buy cars fitted with them. Why? Because, Vellequette says, like CVT transmissions, they "just don't sound right or feel right to American drivers." (Note: In the article, it's not clear if Vellequette is arguing against wet-clutch and dry-clutch DCTs or just dry-clutch DCTs, which is what Ford and Chrysler use.) The article goes on to state that Ford and Chrysler have experimented with DCTs and that both consumers and the automotive press haven't exactly given them glowing reviews, despite their quicker shifts and increased fuel efficiency potential compared to torque-converter automatic transmissions. Autoblog staffers who weighed in on the relevance of DCTs in American cars generally disagreed with the blanket nature of Vellequette's statement that they don't sound or feel right, but admit that their lack of refinement compared to traditional automatics can be an issue for consumers. That's particularly true in workaday cars like the Ford Focus and Dodge Dart, both of which have come in for criticism in reviews and owner surveys. From where we sit, the higher-performance orientation of such transmissions doesn't always meld as well with the marching orders of everyday commuters (particularly if drivers haven't been educated as to the transmission's benefits and tradeoffs), and in models not fitted with paddle shifters, it's particularly hard for drivers to use a DCT to its best advantage. Finally, we also note that DCT tuning is very much an evolving science. For instance, Autoblog editors who objected to dual-clutch tuning in the Dart have more recently found the technology agreeable in the Fiat 500L. Practice makes perfect - or at least more acceptable.

Mustang driver proves wheels are overrated

We don't need to tell you that there's something missing in the image above. What we do need to tell you is that this is not a picture of a parked car stranded on the highway. This is, rather, just one frame from video of that three-wheeled Mustang traveling down the highway at highway-appropriate speed. We don't know where you'd have to be nor how badly you'd have to be there to go shooting down the freeway in a car with three wheels, but if the New Daily News is correct, that place is somewhere in Texas. The video's short, but you'll have plenty of time to shake your head at it by just scrolling down.

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Every Manufacturer Still Building A V10 In 2024

If you wanted to hand someone a list including every automaker producing V10s for the mass market right now, it would be a blank sheet of paper. The ten-cylinder engine was always a bit of an oddity in the automotive scene, only catching on as a very niche option. The V10 already didn't exist as a mainstream, mass-market engine in recent years, and with the end of the Audi R8 and the Huracan, even the niche market is drying up.

At last check, there were only three automakers still carrying V10s in 2024 and only two companies building them. And none of these engines are found in vehicles you can just go pick up at the local dealership. Here's everything you need to know about the rise and fall of the V10 engine and where to look if you want to drive one in 2024.

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A Brief History of the V10

The most iconic car equipped with a V10 may be the Dodge Viper, launched in 1991 with the base engine being a 488 cubic-inch 8.0-liter ten-cylinder cranking out 400 horsepower and 465 lb-ft of torque, showing the world what you could achieve by simply adding two more cylinders than any reasonable automaker would ever think to add to an engine. The Viper was far from the first V10, being predated by various diesel-powered locomotives, military vehicles, commercial trucks, and Daimler-Benz buses, but Dodge's two-door convertible helped to popularize the V10 road car, being the first of its kind to run on gas, not diesel.

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V10s were appealing because they were more powerful than a V8 but didn't demand as much space as a V12. This made it easier to offer V10s as an option in the same cars you would offer a V6 or a V8.

The V10 sort of had its moment in the 2000s. About a decade after the launch of the first Dodge Viper, you had a whole range of luxury and sports cars packing ten cylinders, like the Volkswagen Touareg in 2002, the Lamborghini Gallardo in 2003, and the Audi R8 coupe in 2006. The Lexus LFA was also famously equipped with a V10 that revved so quickly it had to have a digital instrument cluster. However, the layout never became more than a niche product within the automotive industry.

Ford Triton V10

For most drivers, the only chance you're ever going to get to own a ten-cylinder auto is going to be a Ford Triton V10. This is a 6.8-liter crate engine currently available in certain Ford commercial trucks like the F-650 and F-750 and large vehicle applications like the Blue Bird Vision school bus and the F53 motorhome chassis. If you want to drive one of these brand-new monsters, you're probably going to need a CDL.

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On the other hand, if you're looking at the used market, you could keep an eye out for a Ford Excursion . We've spotted listings for ten-cylinder Excursions for as low as $7,500. That's a great price, but you'll make it up at the pump, as you can expect a combined average fuel economy of around 12 MPG in a 2000 model. The good news is that it shares many parts with Ford's 5.4-liter V8, and the Triton is known for its simple, reliable build, so you won't be spending as much on repairs as you might expect.

Judd V10 For The McLaren Solus GT

If you're looking for something a little sportier than a school bus, you can still get your hands on a McLaren Solus GT , a supercar with a 5.2-liter Judd Power V10 capable of hitting a 0-60 in just 2.5 seconds. Judd's website lists a handful of V10s, including the 5.0-liter GV used to place the Pescarolo team in fourth at the Le Mans 24 Hours in 2004, and second in 2005. But these are one-offs and competition engines. If you want something you can own as a civilian without a racing team behind you, the Solus is it. And it's not street-legal. And it's a single-seater . And it costs three million dollars.

WATCH: McLaren Solus GT Crowned King Of The Goodwood Hill

The exotic V10-powered hypercar completed the climb in 45.34 seconds.

Judd V10 For The De Tomaso P900

The De Tomaso P900 is a track-only racer made in a run of just 18 models for three million bucks each. De Tomaso's stated end goal is an environmentally friendly V12 that runs on synthetic fuels. In the meantime, the car is currently available with a Judd V10 based on the one found in the 1997 Benetton B197 F1.

It should help to illustrate our point that V10s are a dying breed when you consider that one of the few cars currently available with a ten-cylinder engine is only carrying it as a placeholder for a more powerful twelve-cylinder.

Why Don't They Make V10s Anymore?

V10s are impractical, they're hard to push through emissions regulations, they occupy a weird middle ground where they might not fit in a lot of street-legal vehicles, but they're not as powerful as larger V12s, they're very thirsty, and they're less stable than V8s, operating as a pair of inline-fives which creates an odd rocking effect. But that's all been true for a long time. So, what's changed in the last decade or so, that has essentially killed the V10 as a viable option, even in supercars and extra big trucks? The bottom line is that they're not necessary anymore.

When Dodge built the first Viper, they started with a Chrysler LA V8 engine, bumping the horsepower up by adding two extra cylinders, resulting in one of the largest capacity engines ever made . If you wanted to do the same today, you'd probably take a V6 or a V8 and equip it with a pair of electric motors and twin turbos to achieve the same results in a less cumbersome way.

Every Way Automakers Are Fighting To Keep The Combustion Engine Alive

Electric vehicles are not the only way forward, and automakers have found ways to keep our favorite engines running for longer.

In fact, that's exactly what Lamborghini is doing with the Huracan's successor. The upcoming Lamborghini Temerario is a mid-engine bi-turbo V8 with a hybrid powertrain helping it to get up to 791 hp. New developments in engine technology mean that the V10 is more of a novelty than it is a viable powerplant to build a car around, whether it's for the mass-market or millionaire car collectors.

V10s create some of the most gorgeous engine notes you'll ever hear, but at the end of the day, automotive engineers are looking for the most efficient way to achieve exceptional power output. Ten-cylinders just don't make sense as a means of shaving milliseconds off your 0-60 sprint when you could do the same with an electric motor and a turbocharger and not have the EPA breathing down your neck over it.

Used Ford Excursion for Sale in Hampton, VA

2003 Ford Excursion Limited Diesel 4dr SUV

• Heated seats
• Leather Seats
• Third-row seating
• Power Driver Seat

Located in Norfolk , VA / 16 miles away from Hampton, VA

Recent Arrival! Clean CARFAX. Mineral Gray Metallic 2003 Ford Excursion Limited 4WD TorqShift 5-Speed Automatic with Overdrive Power Stroke 6.0L V8 DI...

AutoCheck Vehicle History Summary

Accident Free Vehicle : Yes

Personal Use Only : Yes

History Provider : AutoCheck

Title Details : Clean Title

Salvage Vehicle : No

Frame Damage : No

Theft History : No

Lemon Status : No

Free History Report : No

Features and Specs:

Listing Information:

VIN: 1FMSU43P83EC18106 Stock: P2771 Certified Pre-Owned: No Listed since: 06-27-2024

2004 Ford Excursion Eddie Bauer 4dr SUV

• Parking sensors

Located in Virginia Beach , VA / 22 miles away from Hampton, VA

Only 193,109 Miles! This Ford Excursion delivers a Gas V10 6.8L/415 engine powering this Automatic transmission. Tilt steering column, Speed-sensitive...

VIN: 1FMNU45S14EB68892 Stock: 247985A Certified Pre-Owned: No Listed since: 06-18-2024

2003 Ford Excursion Eddie Bauer Diesel 4dr SUV

Located in North Chesterfield , VA / 62 miles away from Hampton, VA

2003 Ford Excursion Limited Loaded Diesel Lifted 4x4. This Powerstroke turbo diesel monster suv speaks for itself but here are a few of the major upg...

VIN: 1FMSU45P53ED56098 Stock: 03F6098 Certified Pre-Owned: No Listed since: 12-21-2023

2004 Ford Excursion Limited 4dr SUV

Located in Woodford , VA / 97 miles away from Hampton, VA

2004 Ford Excursion Limited 4WD 4dr SUV 6.8L V10 Gasoline Automatic 5-Speed 4WD **WE FINANCE PEOPLE WITH ALL TYPES OF CREDIT.** TOTAL PRICES ON...

Accident Free Vehicle : No

Personal Use Only : No

VIN: 1FMNU43S14EC74455 Stock: MB74455 Certified Pre-Owned: No

2003 Ford Excursion Limited 4WD 4dr SUV 6.0L V8 Turbocharger Diesel Automatic 5-Speed 4WD **WE FINANCE PEOPLE WITH ALL TYPES OF CREDIT.** TOTAL...

VIN: 1FMSU43P23ED40301 Stock: ED40301 Certified Pre-Owned: No

2005 Ford Excursion Limited Diesel 4dr SUV

Located in Chantilly , VA / 144 miles away from Hampton, VA

CLEAN CARFAX !!! RARE TO FIND DIESEL SUV !!! GOOD CONDITION !!! FINANCING AVAILABLE !!! DON'T MISS IT !!! CALL US AND MAKE AN APPOINTMENT !!!

VIN: 1FMSU43P85EA12674 Stock: A12674 Certified Pre-Owned: No Listed since: 05-14-2024

2005 Ford Excursion XLT 4dr SUV

• Power Liftgate/Trunk

Located in Durham , NC / 153 miles away from Hampton, VA

Ottomatic Motors Ottomatic Motors 2501 New Raleigh Hwy Durham, NC 27703 9**-2**-7*** RARE BEAST! 6.8L V-10, LOW Miles for the year! (2005) Last year o...

VIN: 1FMNU41S65EB25396 Stock: 10594 Certified Pre-Owned: No Listed since: 04-03-2024

2000 Ford Excursion XLT 4dr SUV

• 10,000lb+ Towing Cap...

Located in Garner , NC / 154 miles away from Hampton, VA

VIN: 1FMNU41S0YEA13990 Stock: A13990 Certified Pre-Owned: No Listed since: 03-12-2023

2000 Ford Excursion Limited 4dr SUV

Located in Waynesboro , VA / 157 miles away from Hampton, VA

VIN: 1FMNU43S3YED92609 Stock: 1728CFR Certified Pre-Owned: No Listed since: 09-25-2023

2005 Ford Excursion Eddie Bauer Diesel 4dr SUV

Located in Morehead City , NC / 158 miles away from Hampton, VA

2005 Ford Excursion Eddie Bauer 6.0L Powerstroke 240,655 Miles Complete Motor Rebuild - Less Than 5K Miles OEM Head Gaskets ARP Head Studs Bulletproof...

VIN: 1FMSU45P55EA74434 Stock: A74434 Certified Pre-Owned: No Listed since: 05-23-2024

2004 Ford Excursion Eddie Bauer Diesel 4dr SUV

Located in Leesburg , VA / 158 miles away from Hampton, VA

Nice and clean, powerful, 4x4, 3rd row, loaded, beautiful, FORD EXCURSION EDDIE BAUER (DIESEL) is on sale. Looks great, clean leather interior, smooth...

VIN: 1FMSU45PX4ED92063 Stock: Z3392 Certified Pre-Owned: No Listed since: 04-16-2024

Located in Frederick , MD / 174 miles away from Hampton, VA

6Mo/6000 Mile Warranty Ask Your Sales Rep for Details!, CLEAN VEHICLE HISTORY REPORT!!, 6.8L V10 EFI, 4WD. Family owned and operated for over 20 years...

VIN: 1FMNU43S8YEB85147 Stock: 22575A Certified Pre-Owned: No Listed since: 05-15-2024

2002 Ford Excursion XLT Diesel 4dr SUV

• Rear Bench Seats

Located in Mount Airy , MD / 174 miles away from Hampton, VA

VIN: 1FMSU41F62ED25177 Stock: D25177 Certified Pre-Owned: No Listed since: 05-12-2024

Located in Rocky Mount , VA / 192 miles away from Hampton, VA

Green 2004 Ford Excursion Eddie Bauer 4WD TorqShift 5-Speed Automatic with Overdrive Power Stroke 6.0L V8 DI 32V OHV Turbodiesel Power Stroke 6.0L V8 ...

Free History Report : Yes

VIN: 1FMSU45P44EA06852 Stock: P2941A Certified Pre-Owned: No Listed since: 05-03-2024

2003 Ford Excursion

Located in Westville , NJ / 209 miles away from Hampton, VA

SUPER HOT EXCURSION! WON'T LAST LONG! 2003 FORD EXCURSION XLT 4X4 POWERSTROKE TURBO DIESEL ONLY 103,839 MILES RUST FREE GARAGED NEW 4" LIFT KIT NEW 20...

VIN: 1FMSU41P33EC08280 Stock: C08280 Certified Pre-Owned: No Listed since: 06-01-2024

WOW! WON'T LAST LONG!! 2005 FORD EXCURSION LIMITED POWERSTROKE TURBO DIESEL 4X4 ONLY 51,715 MILES! 1-OWNER CLEAN CARFAX RUST FREE THROUSANDS SPENT IN ...

VIN: 1FMSU43P65EB52612 Stock: B52612 Certified Pre-Owned: No Listed since: 02-16-2024

2002 Ford Excursion Limited Diesel 4dr SUV

WOW! EXCELLENT CONDITION! 2002 FORD EXCURSION LIMITED 7.3L POWERSTROKE TURBO DIESEL 4X4 ONLY 135,252 MILES LOADED WITH OPTIONS HEATED SEATS STEERING W...

VIN: 1FMSU43F42EC75733 Stock: C75733 Certified Pre-Owned: No Listed since: 06-16-2024

SUPER NICE EXCURSION WOW! 2005 FORD EXCURSION LIMITED POWERSTROKE TURBO DIESEL 4X4 ONLY 140,653 MILES RUST FREE GARAGE KEPT 4" LIFT KIT BILLET GRILLE ...

VIN: 1FMSU43P95ED44820 Stock: D44820 Certified Pre-Owned: No Listed since: 04-24-2024

ESTATE GREEN WON'T LAST LONG! 2005 FORD EXCURSION 4X4 EDDIE BAUER POWERSTROKE TURBO DIESEL ONLY 128,799 LOADED UP WITH ALL OPTIONS REAR ENTERTAINMENT ...

VIN: 1FMSU45P85EA92443 Stock: A92443 Certified Pre-Owned: No Listed since: 03-20-2024

She s Super Bad $59,900 2005 Eddie Bauer Excursion paint matched all black Powerstroke Turbo Diesel Only 127k miles. First row second row bucket seats...

VIN: 1FMSU45P25ED12689 Stock: D12689 Certified Pre-Owned: No Listed since: 05-25-2024

SUPER NICE EXCURSION! WOW! 2005 FORD EXCURSION EDDIE BAUER POWERSTROKE TURBO DIESEL 4X4 ONLY 110,689 MILES! RUST FREE FULL LOADED REAR ENTERAINMENT! G...

VIN: 1FMSU45P95ED44331 Stock: D44331 Certified Pre-Owned: No Listed since: 04-09-2024

• Certified Pre-Owned
• Ford Excursion
• Home delivery available
• Only show local listings

Make & Model

• Used ( 240 )
• Certified Pre-Owned ( 0 )

Price & Payment

Price rating.

Edmunds' ratings are backed by 15+ years of pricing research done by our data scientists How are ratings determined? We analyze millions of data points to generate our ratings. We look at vehicle configuration, options, history, nearby transactions, market pricing and more — the ratings are up-to-date and relevant to your search area.

• Great Price ( 15 )
• Good Price ( 26 )
• Fair Price ( 51 )
• Limited ( 112 )
• Eddie Bauer ( 57 )
• XLT Premium ( 1 )

Vehicle History

• Free History Report ( 5 )
• One Owner ( 36 )
• No Accidents ( 147 )
• Personal Use Only ( 170 )
• Exclude vehicles with Major Issues Reported ( 21 )

Engine & Drivetrain

Transmission.

• Automatic ( 229 )

Engine Type

• Gas ( 123 )
• Diesel ( 106 )
• Four Wheel Drive ( 181 )
• Rear Wheel Drive ( 48 )
• 8 cylinders ( 135 )
• 10 cylinders ( 94 )

Exterior Color

• White ( 42 )
• Black ( 32 )
• Dark Red ( 18 )
• Dark Blue ( 17 )
• Dark Green ( 17 )
• Gray ( 14 )
• Silver ( 13 )
• Gold ( 12 )

Interior Color

• Light Brown ( 11 )

Total Seating

• 8 Seats ( 174 )
• 9 Seats ( 20 )

Comfort & Convenience

• 2nd Row Bucket Seats ( 1 )
• 3rd Row Seating ( 72 )
• Audio And Cruise Controls On Steering Wheel ( 31 )
• Auto Climate Control ( 18 )
• Automatic Doors ( 5 )
• Fold Flat Rear Seats ( 26 )
• Heated Seats ( 20 )
• Heated Steering Wheel ( 1 )
• Keyless Entry Start ( 61 )
• Leather Seats ( 39 )
• Multi-zone Climate Control ( 19 )
• Navigation ( 1 )
• Power Driver Seat ( 58 )
• Rear Bench Seats ( 10 )
• Remote Start ( 1 )
• Seat Memory ( 11 )
• Trip Computer ( 42 )
• Alarm ( 37 )
• Automatic Emergency Braking ( 7 )
• Back-Up Camera ( 2 )
• Parking Sensors ( 52 )
• Stability Control ( 2 )
• Tire Pressure Warning ( 8 )

Engine & Exterior

• 10,000lb Towing Capacity ( 1 )
• AWD/4WD ( 58 )
• Hardtop ( 1 )
• Heated Mirrors ( 55 )
• Integrated Turn Signal Mirrors ( 27 )
• Roof Rack ( 48 )
• Sunroof Moonroof ( 1 )
• Towing Hitch ( 62 )
• Upgraded Engine ( 5 )
• Upgraded Headlights ( 37 )
• Upgraded Tires ( 24 )

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• AUX Audio Inputs ( 1 )
• Bluetooth ( 1 )
• Premium Audio ( 12 )
• Rear Entertainment System ( 14 )

Options & Packages

• Limited Slip Rear Axle with 4.30 Ratio ( 1 )

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Mary Poppins and the Soviet Pilgrimage: P.L.Travers's Moscow Excursion (1934)

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Audi R8 V10 5.2 FSI Plus lap time at Moscow Raceway GP

Audi R8 V10 5.2 FSI Plus completed a lap of Moscow Raceway GP in 1 minute and 53.3 seconds .

Reference:   http://www.autoreview.ru/_archive/section/detail.php?ELEMENT_ID=132037&SECTION_ID=7441

aaaa    12y ago

correct from what I can see

Kinda true  

I thought you were serious for a sec :))

ill upload most of the other GTX cars to go along with my ongoing ...

Sweet I've been working on a few equations to predict what ...

We get it, you're an idiot. Besides, the best GM car ...

yes https://www.racingsportscars.com/suffix/photo/Porsche/935/J.html

Is this an IMSA GTX car?

you attached this to the wrong car. this is for the porsche 935 JLP-3, ...

Lamborghini did reuse a lot of parts and it's part of the reason why ...