Here's another fast Ford you've likely never heard of...
- Thread starter Mako
- Start date
Mid-mounted SHO V6 (predecesor to the Duratec V6 with the uneven runners) which was good in standard form for 250BHP without any modification. Crammed into a Ferrari-esque body.
It was like ordering a thick gammon steak and you're told, "You can have a pineapple ring and a fried egg, honey!"
Not sure I would have wanted to work on the thing much - it was a lot like the Pontiac Fiero in terms of access - but I would've driven the hell out of it.
Given the work you'd have to do, I honestly think you'd be better off fitting an ST220. Or going for the AMAZING modifications to the ST24/200 that Cosworth did. We have one here in our local museum and it's a work of art.
The SHO was groundbreaking, but...
Or get the Taurus and chop the body into a coupe
That was the Yamaha-tuned engine with both long and short air feeds to each cylinder to improve breathing. Awesome power for a FWD 3.0L in 1989. A contemporary motoring magazine pitched the Taurus SHO, Thunderbird SuperCouoe (and a third non-Ford) as being budget alternatives to performance BMW, Mercedes. That's when I upgraded from my desire for a mere Mustang
Iāve not heard of it until reading the above and following the links.
Yamaha have worked on numerous engines for, anyone willing to pay I guess. And did it well.
The only Yamaha bike Iāve had was an early FJR 1300. The FJR was dressed as a tourer, but it had a switch in the Rev band, it would pootle quite happily but hit 5K on the Rev counter and everything changed. it would go like (F) The police loved em and thatās a massive compliment to any bike.
On a bike training course I did with the Police, my instructor actually didnāt like the FJR, He didnāt like the turbo boost type rush that came at the Rev change. He reckoned it was uncontrollable, he was right. Later experience taught me that was all down to the lack of finesse on early fuel injection systems. At low revs on mine it was impossible to finesse the throttle at low speeds, making control difficult.
All less important on 4 wheels. Sounds like a great car engine, I want one.
Yamaha have worked on numerous engines for, anyone willing to pay I guess. And did it well.
The only Yamaha bike Iāve had was an early FJR 1300. The FJR was dressed as a tourer, but it had a switch in the Rev band, it would pootle quite happily but hit 5K on the Rev counter and everything changed. it would go like (F) The police loved em and thatās a massive compliment to any bike.
On a bike training course I did with the Police, my instructor actually didnāt like the FJR, He didnāt like the turbo boost type rush that came at the Rev change. He reckoned it was uncontrollable, he was right. Later experience taught me that was all down to the lack of finesse on early fuel injection systems. At low revs on mine it was impossible to finesse the throttle at low speeds, making control difficult.
All less important on 4 wheels. Sounds like a great car engine, I want one.
Forgot to say, including import duties and shipping at exchange rates for the time, a Taurus SHO or T-Bird SC (both exceeding the size of the Granada MK3) and with lots of tech, could have been on these shores for insignificantly more than Ford UK priced an Escort XR3i.
Choose a '94-'95 Auto.I wanna 10th-gen Thunderbird Super-Coupe and will never own one.
That's the '94 facelift; the '96 facelift looked less handsome but the SC was dropped anyway.
The '94 SC got increased boost and electronically controlled auto with 'mock traction control' (via the torque converter) where on the manual, true traction control was optional; the auto is quicker changing than a driver.
The '94 facelift comes with an interior restyle, dropping the passive seatbelts as front airbags were mandated for '95 on, and two pairs of alloy wheels instead of four the same (non-symmetrical slanted spokes) .
'92 added the 5.0 V8 option, uniform front bumper and LED bootlid taillights in lieu of full-width reflectors ('89-'91 lesser models had different front bumpers to SC). SC always had discreet bodykit on all four sides.
Back again.I wanna 10th-gen Thunderbird Super-Coupe and will never own one.
Of course to maintain allegiance here, you could opt for an XR7!
The Mercury version of the Super Coupe was initially fitted with the supercharged V6, though I believe they switched to using the 5.0 (and later 4.6) V8s as they became available.
The facelifts occurred simultaneously, though I can't quote what tech options were available.
eg. the SC had electrically adjustable bolster bucket seats and soft/stiff ride shocks, whether the XR7 (always) had these I don't know.
I'm not sure if this is suitable Chris but it would certainly be cheaper to get it back from Holland rather than the US
www.carandclassic.com
1991 Ford Thunderbird in Geldrop HOLLAND, United Kingdom...
1991 Ford Thunderbird in Geldrop HOLLAND, United Kingdom - For Sale | Car & Classic, Ā£16,250 Rare muesum piece FORD THUNDERBIRD COUPE SUP...
www.carandclassic.com
It is, though being an early one has the unlit bootlid reflectors, but that incredible mileage and a realistic price.
The headunit isn't original, the gearbox is a conventional 4OD but everything else is spot on.
It'll need sympathetic re-wiring to comply with SVA for indicators and rear fogs.
SC only nose '89-'93
All excep SC '89-'91 nose
Seems it was the actual SC nose fitted to all others '92-'93.
Rear reflectors '89'91
And LED rear lights '92 on
The headunit isn't original, the gearbox is a conventional 4OD but everything else is spot on.
It'll need sympathetic re-wiring to comply with SVA for indicators and rear fogs.
SC only nose '89-'93
All excep SC '89-'91 nose
Seems it was the actual SC nose fitted to all others '92-'93.
Rear reflectors '89'91
And LED rear lights '92 on
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