Ford SHO V8 engine
| Ford SHO V8 | |
|---|---|
 |
|
| Overview | |
| Manufacturer | Ford Motor Company and Yamaha Motor Corporation |
| Production | 1996–1999 |
| Combustion chamber | |
| Configuration | 60° V8 |
| Displacement | 3,392 cc (207.0 cu in) |
| Cylinder bore | 82.4 mm (3.24 in) |
| Piston stroke | 79.5 mm (3.13 in) |
| Cylinder block alloy | Aluminum |
| Cylinder head alloy | Aluminum |
| Valvetrain | 32-valve DOHC |
| Compression ratio | 10:1 |
| Combustion | |
| Fuel type | 93 Octane (Premium)Gasoline |
| Output | |
| Power output | 235 hp (175 kW) at 6100 rpm |
| Torque output | 230 lbf·ft (310 N·m) at 4800 rpm |
| Chronology | |
| Predecessor |
Duratec 25 SHO V6 |
The Ford SHO V8 engine (Super High Output) was designed and built by Ford Motor Company in conjunction with Yamaha Motor Corporation for use in the 1996 Ford Taurus SHO. It was based on the successful Ford Duratec engine rather than its predecessor, the compact Ford SHO V6 engine developed by Yamaha for the 1989 Taurus SHO. The engine was retired in 1999 when production of the third-generation Taurus SHO ended.
The 3.4 L SHO V8 was introduced in the spring of 1996. It incorporated many of the traits of the SHO V6, including the aluminum cylinder heads and 4-valve per cylinder DOHC design, but differed with an aluminum rather than iron block and no variable length intake manifold. A chain is also used to time the camshafts to crankshaft instead of the belts that the SHO V6s used. The SHO V8 has a split port style intake valve setup. The primary valve is exposed all the time and has the fuel injector spraying on it, while the secondary valve is only exposed when the Intake Manifold Runner Control opens the secondary plates at 3400 rpm. These secondary valves are called "secondaries" by SHO enthusiasts. Power was similar too, at 235 hp (175 kW) and 230 lb·ft (312 N·m) of torque.
Bore and stroke were identical to the Duratec 25 at 82.4 mm and 79.5 mm, respectively. The engines shared other traits as well, and insiders report that the designs are related, though not closely. Notably, the two engines share the same bell housing pattern and 60° V angle. The 60° angle makes it compact and more suitable for transverse mounting, but it is not ideally balanced—V8s are typically 90°—necessitating the use of a counter-rotating balance shaft.
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