Hi Guys,

After extensive reading and research, I found an Excursion to replace my faithful, but tired 1994 Club Wagon as our family tow vehicle. We pull a 27' travel trailer. I drove the X home from Pennsylvania to Vermont this last weekend.

It's a XLT V10 4x4 with the 4.30 rear end with 100,000 miles. It was a one owner with a clean carfax and good OASIS report. It is completely stock for now and drove pretty well. Two door lock actuators will need to be replaced.

I have been spoiled by using Pullrite hitches on both the recent van and a prior suburban, so I have ordered a 3P hitch for the X. A prodigy controller is on order as well. I'm likely going to add a Hellwig antisway bar and new shocks, but want to finalize a spring decision before ordering shocks.

I am talking to a local spring shop about the various options for suspension upgrades. I'm trying to keep any additional lift to a minimum so it can still get in the garage, but it's not a deal breaker. It looks like the lift from the Roadmaster active suspension has varied for people from zero to 1.75 inches. Has anyone tried the U code front springs instead of the V codes? It looks like it would be a step up from stock, but less lift.

I have appreciated all of the great information on this site. It really helped me to understand more about this purchase.

Thanks, Dennis

 

not sure if this will help answer your question but here it is
Ford spring codes

Front axle weights used are 4080, & D code springs for the PSD and 3680, & C code springs for the V-10


Application---Code---Capacity-----Rate----Travel --------- V-10 ----- PSD
------------------------------------------/spring---to Max Cap ----height ----height
------------------------------------------------------------------------ change --- change
Exc V8 --------- B ----- 4100 ----- 330 ----- 5.02 ---------- -0.25 ----- -0.66
Exc V10 ------- C ----- 4300 ----- 350 ----- 5.01 ----------- 0.00 ----- -0.37
Exc PSD ------ D ----- 4700 ----- 380 ----- 5.14 ---------- +0.33 ---- 0.00


F250/350 All springs are computer selected
Also the use of a rear sway bar and what size it is package dependant

Application---Code---Capacity-----Rate----Travel --------- V-10 ----- PSD
------------------------------------------- /spring---to Max Cap ----height ----height
------------------------------------------------------------------------- change --- change
SD-250/350
------------------ S --------4000 ----- 370 ------ 4.34 --------- +1.22 --- +0.88
------------------ T --------4400 ----- 390 ------ 4.63 --------- +1.42 --- +1.11
------------------ U --------4800 ----- 410 ------ 4.89 --------- +1.60 --- +1.32
------------------ V --------5200 ----- 430 ------ 5.13 --------- +1.77 --- +1.50

F450 --------- W --------5600 ----- 450 ------ 5.34 --------- +2.77 --- +2.52
F550 & 350/ DRW with Snow Plow prep Package
------------------ X-------- 6000 ----- 470 ------ 5.54 ---------- +2.90 --- +2.68
__________________

If you are lookin for better carry capacity then I would go with Air Ride bags in the rear instead of changing springs.. You will be very happy with the result

 

How much does your 27' TT weigh and how much is the tongue weight?

I ask because when I towed my 27' TT which weighed 7500#'s and had right at 900#'s of tongue weight I had NO ISSUES at all with only 1200# WD spring bars and a Hellwig rear sway bar.

I assume you ordered the 3P with the 1400# bars?...if not I would call Sean and order those bars...that alone may alleviate the need for any suspension modifications except for the Hellwig and Billsteins.

Just a thought.

BTW...CONGRATS on the new to you Ex!

joe.

 

Thanks for the quick replies.

Thanks for the spring codes.

The trailer runs 6500 lbs loaded with tongue weight at 800 lbs. Sean recommended the 1000lb bars after we talked about the trailer. The 1400 bars would come in handy if I get a heavier trailer some day. Any disadvantage to getting the heavier bars for my current trailer? The 3p ships next week, so it would be easy to make a change now.

Are you still running the stock front springs?

I guess it makes sense to do the mods sequentially so I don't have to spend more than required. It would work well to do the sway bar and the shocks at the same time. I'm liking the idea of the RAS, but I should see how it drives before adding that.

Thanks, Dennis

 

Dennis,

Having heavier WD bars than your actual tongue weight can lead to a slightly 'stiffer' ride...but the nice thing about the 3P and Hensley is that the adjustments for the spring bar tension is infinite (thru the jack adjustments)...If you have a 'hint' you will be getting larger and heavier TT in the future...it is MUCH cheaper to get them NOW than later. Plus your 800# tongue...is that per a scale or just a calculation of 12% of the 6500#?...You could load tongue heavy depending on the TT layout and have 18% tongue which is 1170#'s...just a thought...so depending on how you calculated that 800#'s could also make a difference.

But in general...heavier bars...will make for a slightly stiffer ride...but to be honest...with the soft springs that the Ex has...heavier and stiffer WD bars can help offset the rear end sag too...if it were me...I'd opt for the 1400# bars personally...

And yes I still have stock front springs...I have ~43K miles on my Ex now with almost half of that towing...

Take baby steps would be my advice on making changes to the Ex...Sway bar and shocks would make huge improvements regardless of towing or not...so making those would be a good choice regardless.

Good luck and let me know how it goes.

Joe.

 

Absolutely -

The heavier springs transmit much more road vibration to the front end of the trailer....there has been much discussion about "too heavy spring rating" in the Airstream Forums area of the Internet.

Some newer Airstreams have been reported to have problems with the integrity of the front end (of the trailer), and some of the "experts" on the Airstream Forums (including Sean) are adamant in the use of "lighter" weight distribution bars to minimize this problem.

Granted, the "monocoque" design of the Airstream trailer is somewhat unique, but the insidious damage that vibration and ride harshness caused by rough roads transmitted through today’s typical tow vehicle suspensions are universal to all trailers. Remember that even though the Excursion suspension is considered "soft" by truck standards it is still relatively harsh compared to a true luxury cruiser. The trailer, by the requirements of light-weight construction and things that make it "liveable" in the inerior, demands the smoothest ride possible to ensure long life and interior stability.

Due to the somewhat higher investment and the (mostly) distinctive demographic of Airstream owners they are constantly searching for the "best" hitch/tow vehicle combination. A "softer" suspension always wins out.