Ford SHO V6 engine

Infobox Automobile engine
name=Ford SHO V6


manufacturer=Yamaha Motor Corporation
production=1989–1995
platform=Ford Taurus SHO
class=DOHC 60° 24-valve V6
predecessor=None
successor=Ford SHO V8
Ford Duratec V6 engine
similar=GM LQ1 engine
GM 54-Degree V6 engine
Mitsubishi 6A engine
Nissan VG engine
Toyota MZ engine
Toyota VZ engineIn 1984, Yamaha Motor Corporation signed a contract with Ford Motor Company to develop, produce, and supply a compact 60° DOHC V6 engine for transverse application. This engine was intended to power a mid-engine sports car, but that project (known internally as GN34) was cancelled. Instead, Ford decided to place the engine, dubbed the Super High Output (or SHO) into the front wheel drive Ford Taurus sedan.

The SHO engines share a common bell housing pattern with the following Ford engines: the 2.3/2.5 L FWD HSC I4, the 3.0L FWD/RWD Vulcan V6, and the 3.8 FWD Canadian Essex V6.

Due to the engine's unusual and aesthetically pleasing appearance as well as its compatibility with common Ford RWD transmissions, such as the AOD and T-5, it is sometimes transplanted into other vehicles. Its distinctive intake manifold is bilaterally symmetrical, so it can be rotated 180 degrees (making it face "backwards" on the engine, relative to its original installation orientation) to ease the engine's transition from transverse to longitudinal mounting.

3.0 L

The SHO V6 was a high-tech and revolutionary design when it debuted in 1989. Displacing 3.0L (2986 cc/182 in³), it was an iron block, aluminum head 24-valve DOHC engine with an innovative variable length intake manifold. Its oversquare and symmetrical design, which sported an Auto mm|89|1 bore and Auto mm|80|1 stroke, gave the high-revving engine an output of 220 bhp (164 kW) @ 6200 rpm and convert|200|ft.lbf|N.m|abbr=on of torque (271 Nm) @ 4800 rpm at the flywheel, and the added luxury of being able to be used in rear-drive applications. Redline was marked on the tachometer at 7000 rpm, and fuel cut-off occurred at 7300 rpm. The engine's true redline was over 8500 rpm, but it was set to 7000 rpm due to accessories in the prototypes malfunctioning at approximately 8000 rpm. This engine was only available with the Ford MTX-IV transmission.

3.2 L

From 1993 to 1995, the SHO engine was sold in two displacements: the 3.0L was sold mated to the MTX-IV manual transmission, and a new 3.2L engine (3191 cc/195 in³) was sold mated to the Ford AX4S automatic transmission. The new 3.2L engine, while retaining the same Auto mm|80|1 stroke of its 3.0L brother, sported a larger Auto mm|92|1 bore that helped raise torque output to [http://www.shotimes.com/php-bin/modules.php?op=modload&name=News&file=article&mode=thread&order=0&thold=0&sid=24 215 ft·lb (291 Nm) @ 4000 rpm at the flywheel] . Horsepower output was still 220 bhp (164 kW), but now at 6000 rpm: This was due to a milder cam setup compared to the more aggressive intake camshaft in the 3.0L version.

**A popular modification to the 5-speed 3.0L SHO is to swap the bored 3.2L engine in, as well as swapping the 3.0L cams into the new engine. These more aggressive cams, along with a higher torque output have been known to allow the manual SHO to run into the low 14's on this one modification alone. High flow exhaust and intake could theoretically crack high 13's with a skillful driver.**

In 1996, Ford discontinued the SHO V6 and began fitting the Taurus SHO's with the SHO 3.4L V8 and the Ford AX4N automatic transmission.

ee also

*List of Ford transmissions
*List of Ford bellhousing patterns

External links

* A 3.0L SHO V6 transplanted into a 1956 BN2 Austin-Healey [http://www.members.cox.net/rdgrauman/finiahed2.jpg]
* Yamaha Motor Company time line from 1980-1989 [http://www.yamaha-motor.co.jp/global/about/history/1980/index.html]