SHO V6 IN A FOX?

[xctasy]

Its all been siad, but the V6 engine families issues are covered. The 4.0157" bore spacing Duratec family was a contracted Ford design, first minted for production by Yamaha for Ford. Ford Dearborn US alone three different engine families(items 3,4and 5 below before the 4th, item 6 below came about.The other three Ford engines were German, British and the Japanese SHO. After the SHO, it became the US, Japanese and British and German made Duratech engines for Ford, Mazda, Jaguar and Aston Martin engine.

the 1st was 1962 Cologne V6 and V4 based 60 degree engine 4.78" bore spaced off a 1934 Two stroke diesel Cologne V6 tooling pattern which Ford of Germany inherited after the WWII.
the 2nd was 1966 Essex English 60 degree V6 which was made in V6 and V4 forms in Essex, England till 1981, and then South Aftrica till 1993. I think the Vulcan and Essex share the same 4.32" bore spacing.
the 3rd was 1982 model year Essex US 90 degree V6 which was a green field design with 4.4" bores but a special splay angle, not a cut down Windsor small block
the 4th was 1986 Vulcan, a losely Essex 60 degree engine, but totally metric and made on a wide 4.32" bore spacing
the 5 th was the race 4.5 SVO engines, which were special 90 degree V6's and not productionised

None of these could fit easily in a Taurus/Sable frame rails, let alone the Escort/Tempo/Topaz compact front drive package, so Ford contracted out a totally new 6th engine design, which ultimately became the realted 4.0157" Duratec V6 engine. Fact is, the SHO fits an Escort or Tempo/Topaz!

As for Fox SHO's mentioned, check this post...

http://fordsix.com/forum/viewtopic.php?f=1&t=70602

Can anyone say ahamaY?




Of all the designs that spawned the Duratec 4's and V6's, the specifically Yamaha designed SHO Taurus designed V6 is the most compact and smartest quad cam engine ever. Its the heir to the Aston Martin V12, the SHO V8, the Volvo S80 V8, and the legion of Yamaha v6 and v8 jet boat engines.

Fox parts raiders can take a leaf from mgman75's book, grab an old lowly Fox like a 1993 2.3 Mustang and plumb in the SHO, an Areostar 4-speed auto, and turn it into this



into this




Ditch the EFI, and run six or eight motorbike carbs, depending on if its an SHO6 or 8. The frame is basically Aussie Ford Cortina, and they've been using rat rod chassis horn mounted frames since 1977 for there TE and TF's, and those kind of engine mounts are dead easy to fit up.

http://s177.photobucket.com/user/mgm...11014.jpg.html

Its a more expensive Fox body engine, but a great, cheap pickup good if it it hasn't been broken by they low rent hollow camshaft in the SHO8 engine from the Taurus.

V6 and V8 SHO engines into a Fox work well, and use the small HSC Tempo/Taurus/CVH/ EAO bellhousing, which means the Explorer and Ranger 4 and 5 speed automatic bolts right up to the Front drive bellhousing with virtually no mods.





http://ultimatefoxbody.com/forum/vie...hp?f=233&t=622

http://s177.photobucket.com/user/mgm...cture.mp4.html

How Ford got such an amazing engine is a real good story. To keep costs down by contracting out the insane development costs of twin and quad cam engines, Ford played off the 3.78" bore spacing 1970 British twin cam BDA Cosworth and 4.32" bore spacing 1974 quad cam GAA Cosworth engines with the 4.0157" bore spacing Japanese Yamaha development team in the mid 80's. The factory Ford Cosworth GAA predated the SHO 6 14 year in the 400 hp RS 3400 Ford Capri race engines. It was also used in British Formula F5000 races where it ate up small block 302 fuel injected Chevs for breakfast.


At that stage, Cosworth and Ford was working hard to make better power for Formula 1 DFV 183 cube race engines. The costs were huge, so consulting businesses were keen to win four and five valve per cylinder head and engine supply contracts. The Japanse and Yamaha even made a sensational 5 valve per cylinder head to fit to the Coworth DF series engine, and it was supplied to Cosworth for testing. It did well over 500 hp with ease but was irratic through the rev range. The point was, with the the 400 hp plus championship winning Cosworth V6's based on the Essex 60 degree V6 with 4.32 bore spacing engine used in the English Capri already a reality, all Ford Dearborn had to do was farm out the 1988 SHO engine to the Japanese Yamaha. The result? The full supply of 3.0 and 3.2 SHO V6's and then 3.5 liter SHO8 V8's. Only the quad cam best six cylinder engine ever made. That the later SHO 8 engine that replaced it became a major service disaster was due to the hollow cam shaft process, but the rest of the concept was very sound. What is really funny is that the Vulcan was a clean sheet metric design, not related to the Cologne V6's 1936 two stroke Graf und Stiff tooling sizes, but was loosely 1966 British Essex 60 degree V4 and V6 based, with the same deck and bore spacings, but metricated with a Ford Cologne Pinto bellhousing. The Vulcan heads are basically huge classic D port 3.0 Essex Capri. When quad cams were placed on it, the engine was way too big to easily fit in a front drive Taurus or Tempo, so Ford got a totally new smaller bore spacing engine from Yamaha. That's how samrt Ford Dearborn were, there were already Cologne 4.78, Essex 60 and Vulcan 4.32, and Essex 90 4.2125" bore spacing V-sixes, and then, sudddenly, the 4.0157" bore spacing Yamaha SHO 60 degree which then forms the base for every other Duratec V6.

In my opinion, the pick of the litter for Foxes is the Yamaha based 60 degree. You can see its potential today as the bored and stroked out Yamaha F350 outboard 5.3 liter 60 degree V8. When used in the Taurus, Ford SVO made a kit in the 90's for this in RWD platforms, but it cost someting like 12 grand large back in the day. Since the second-generation S80 engine is the Yamaha V8 engine these days, all the SHO 8, Volvo 60 degree V8 Yamaha outboard engines are effectively based on the 4.0157" bore spacing 1988 Taurus SHO engine. Ford owns the rights to there's, but since Ford farmed out its developement to Yamaha, the Japanese plant still makes 6 and 8 cylinder engines with the same hard dimensions for power boat outboards as the SHO engine. It's the most sensational over head cam engine family ever made, as it combines tight bore spacings with a conventional 60 degreeused its plant to build. And it has been made in V6, V8, V12 form. Ford may have had issues with making the Fords Premum Automotive division make money, but Volvo, Aston Martin, Mazda and Jaguar used this engine configuation with stella success. It was built in other plants asside from Cleveland. In Variable Valve Timing form, its a docile engine with a top end to die for.

This 4.0157 (102mm) bore centre Ford Duratec/ Mazda AJ V6 was doubled up to form the Aston Martin V12, and in other forms, the Front Drive Volvo 60 degree V8 and SHO 6 and 8 cylinder engines are the Yamaha 6 and v8 outboard engines, and are the worlds most compact engine for capacity. The bore spacing is the key to its origin. The Vulcan engine in the Taurus/Sable was ex Ford of Europe 60 degree V4 and v6 Essex and had a huge 4.32" bore spacing, not the same. With the SHO, Ford farmed out development to Yamaha. It's not the same as the joint effort between Mazda K and Suzuki H series used in Suzuki Vitaras, and Probe platform drive Mazdas. And not the same as the illfated J series V6. The Cologne 4.76" spacing 60 degree V4 and V6 engine is not related.

Effectively, the Aston Martin V12 engines were two SHO V6's joined together. When they came out, the Duratech 25 and 30 [2,967 cc (181 cu in)] was found in Ford Taurus/Mercury Sable, Jaguar S-Type, Lincoln LS, Mazda MPV, Mazda 6, Mondeo ST220 and many other Ford vehicles. It is essentially an 89mm bore version of the 1994 Duratec 25 and is built in Ford Motor Company's Cleveland Engine #2 plant in Cleveland, Ohio. The Duratec 25 was a 2544 cc (155 cu in) 60° V6 and was introduced in 1994. It was developed for the Ford Contour and used in the Ford Mondeo, Mercury Cougar, Mercury Mystique, Jaguar X-Type. The key to the orgins of this engine was the smaller bore spacing. For instance, Ford and Mazda have global engines with many differernt bore spacings, but tsome are actually reworks of other basic Ford engines, like the Ford sixes 4.08" distance that has reapered in Mazda MZRs 2.3 Four cylinder OHC engines.

The whole family of 60 degree Ford Yamaha Mazda Volvo 4.0157" spacing engines was different to the Mazda narrow bore spacing 985 cc PC, 1272 cc TC, 1416 cc UC, 1586 cc NA, 1796cc VB and 1970cc MC based 3.346" bore spacing xC design which the E and early B family was an evolution of , and then the bigger bore spacing medium spacing F series Mazda FWD Capella/626/Probe 1983 to date gasoline and diesel engines. The MZR is 3.76" Ford Kent/ BDA/BDT DOHC. Some of the early Ford Duretec engines are 3.614" bore spacing engines.

[Jax Rhapsody]

So essentially the SHo style v6 is an untapped source of engine swap, rat-rod, vroom-vroom goodness that can rival most v8's or hyped up Hondas? A few parts sourcing, cash laying around and you've got a small non-v8 engine with power and decent mpg's and probably lighter than a v8 or atleast equally modded v8. Not that I don't like v8's- it's just more impressive and exotic to use "lesser engines". Hell the Rosion uses a twin turbo Duratec V6.

[xctasy]

Hopefully not breaking the Rosion protocols of over stating the attributes

It is suggested that the Q1 be powered by the twin turbo charged Ford/Jaguar Duratec V6 engine. This lightweight engine is controlled by a powerful engine management system carrying the latest onboard diagnostic technology. A lightweight low restriction exhaust system is also supplied with Rossion Q1 chassis, increasing the available horsepower for the suggested drivetrain to a pavement blistering 450 horsepower with more than 400 lb. ft. torque.

If its Duratec or Ecoboost, no matter, but the 3.0 engine is a great option, and common enough.

I'm in love with dancing knitting needle engines, Ford Detroit stopped development with the 2.3 HSC in 1983 and HSC 2.5 and Vulcan 3.0 in 1986, but there was more to come. GM proved it with the 1996 LS1. Suddenly, the Essex 90, which was not a V8, langisued from 1982 untill the SN95. A 145 hp option was nothing when other 2.9 Colgne 60 and 3.0 Vulcan 60's gave that. Then it got a 3.9 revision for the 1999 Mustang, and an F150 4.2 as a replacement for the old 4.9 in 1997. Those changes resulted in the best artificial fresh since the imported 205 hp 1996 SOHC Cologne v6...Ford was suddenly hitting the Essex 90 and Cologne 60 with higer power options all at once. It hadn't done that on any six cylinder engine since 1968 when the 155 hp 250 Code 6 and 1969 L code got phased in as a Windsor 5.0 step down option in the 68 Mustng and Fairlane and Ranchero. You see, V8's from 1955 to 1996 were the only game in home town USA. 1968 to 1996 was an era of 28 years of zero six cylinder performance developement. In Australia, Argentina, Germany, Britain, that was not the case. They had 2V 250'S with 170 HPs, EFI 4.1 x-flows with 149 and 164 hp, in Oz, 107 hp 3.1's and 166 hp 3.6's in Argentina, 150 RS 2600's, Turbo 2.8's with 188 hp, and 160 and 205 hp 2.8 EFI's in non turbo and turbo form. Then there was the triple Weber DCNF option on the RS 3100 X pac Capri, the race only RS 3400 GAA with 400 hp, and the 265 hp version of the formerly 138 hp Essex 90 in the TVR 3000 Turbo. The very good US 1982 Essex 90 was not a performance replacement for a langushing 115 or 120 hp US 4.2 Windsor, or US 99 hp 250 I6. By comparison, the US 2.8 got 93 to 104 hp in the Euro Capri, Mustang II/Pinto to Fox Capri/Mustang and Ranger/ Aerostar era. The 145 variant was close the the European 150 Granada Scorpio/Sierra XR4i and 160 hp Capri 2.8i/2800 Injection variants, but after a few RS 2600 Capris in 1972, it took 16 years for the fuel injected Cologne V6 to reach America. How criminal was that?. The basic development of the German engine was flawless... you eventually got the best Duraspark II Ignition, the best heads, the best exhasts, the best exhast valve material, and after the 1978-1979 variable venturi carb debarcle, the 2150 Motorcraft carb was quite reasonable. Then the cam drive was upgraded, and the transmissions were reworked. But even at 145 hp, the EFI 2.9 wasn't ever a performance engine in a USA context when a port EFI 5.0 ripped 165, 205, or 225 hp. Aston Martins outsourcing tunning company Tickford/Prodrive reworked the 160 hp Capri 2.8 and others like Power dyne added Explorer cranks to the 2.8 and each got over 205 hp.

Like all multiple cam engines on smaller bore spacings, the best performance as always a larger non ohc engine with more capacity. The Yamaha based engine is probably inferrior in capabilty to a reworked 24 valve Essex 90 V-6, which can take about 45% more capacity with less occupied space, but until an OHV 4 valve per cylinder Dominion/Arao 12 valve per bank head surfaces for the Essex 90, the SHO and Duratec V6 isthe engine for a stove hot Fox. 450hp with 400 lb-ft torque is close to what an old GAA would get in 4 liter from...if Ford were able to convince a militant group of British gray iron fondary workers to make the 4.32" Essex 60 V-6 blocks 4.00 bore capable. As it was, Kenneth Duckworth said 8 out of ten Essex 60 blocks failed the 312 thou overbore required to get a 4.00 from a 3.688" 183 V6. That was the real reason the Essex 60 tooling got sent to South Africa for the 2.5 and 3.0 XR6 Cortina and 3.0 XR6 Sierra, and why the Taurus and Sable got a US Metric version of the Essex 60...Ford UK was unable to negotiate a cheeper deal for a better GAA base going forward. Walter Hayes ws replaced by Bob Lutz, and I guess it was he who got a Better Deal from the Japs...The SHO was back on the road, and despite the SHO8 issues, it shows it promise in the Volvo compacts and the Yamaha outboards.

[Jax Rhapsody]

I think I may want to do a v6 swap...

[walt460]

At Ford, back around 1990 or 1991, we put a SHO motor with a t-5 into a 1986 SVO chassis. Roush did all the work, and the car turned out real nice. But, with the cost of the motor, and it being sourced from Japan, the Mustang Planning guys were not interested.

We also put a SHO engine into a Merkur XR4TI, also with a T-5, also done by Roush. The car was awesome. Edsel Ford even drove it and loved it. It was white with gold BBS wheels. That car got shipped to Germany for Ford of Germany to evaluate. The feedback we got was that they did not like it (Cosworth was the preferred source for all performance upgrades at that time.) We were told the car caught fire and burned, and was destroyed.

We also supported a Taurus SHO race team that raced 3 or 4 cars sponsored by "Teenage Mutant Ninja Turles" that raced mostly in Canada. These cars made close to 300 HP and were winning races once the brake upgrades and a new transaxle case were approved.

GVWR is Gross Vehicle Weight Rating.