Just happened to be at my local garage that did my DOHC 3.4 swap a couple of years ago and they were working on a Ford Taurus with the SHO 32 valve V8 Yamaha engine. I thought what a great motor for the next engine swap I do with an auto trans.

Anyone have knowledge of this being done in a Fiero? Seems like a great package.

Bob at Twin Lakes Fiero did one several years ago. It was a real tight fit and a PITA according to him. Unfortunately that operation closed dow a couple of years ago,

There are a couple of very short movies of it on YouTube. Try searching Fiero SHO

I've seen a couple with the 6 cylinder SHO engine, but not the 8. I'll have to poke around on You-tube.

The SHO-powered Fiero I saw on there just yesterday was in fact the V8 version. I could tell by counting the intake runners. The whole rear bodywork was removed.

Those are great engines,i've worked on more than a few at Ford.
If you use a high mileage one,go through it thoroughly.
They have issues with the IMRC sticking/breaking,other than that they are great running engines.
They are small bore,short stroke and can rev to the moon,and have the intake system to support it.

quote Originally posted by Isolde: The SHO-powered Fiero I saw on there just yesterday was in fact the V8 version. I could tell by counting the intake runners. The whole rear bodywork was removed.

If it's this one, count again. You will notice when they pass over the engine there is 3 rubber collars on the intake on each side.



SHO V8


SHO V6


I would love to put the SHO V6 engine in my Fiero, I just don't know that the fab work would be worth it. That and Fords weak transmissions that came with them.

[This message has been edited by Khw (edited 02-15-2010).]

Hello everyone I read this post and then googled it and found this.
Cam trouble

Soon after the introduction of the SHO V8, widespread problems with the cam sprockets began to surface. Ford had used a relatively unusual method, called "swaging", of affixing the cam sprockets to the camshafts.[2] The cam sprockets were fastened to the hollow camshafts by forcing a metal ball which was slightly larger than the interior diameter of the camshaft through the center of the camshaft, thus expanding the metal slightly and creating a mechanical bond between the cam sprocket and the camshaft.[3]

This method proved to be inadequate, and the cam sprocket could break loose from the camshaft and spin independently from the camshaft (or "walk").[4][5] This would result in the camshaft stopping and thus not activating the valves, allowing the pistons to hit the valves, ruining the engine. The preventive measure of welding the cam sprocket to the camshaft soon proved to be a fix for engines that had not suffered such a fate yet.[6] Another such fix is "pinning" the cam sprocket, or inserting a pin in the sprocket to keep it aligned on the camshaft. Ford issued a TSB (TSB 03-14-1) prescribing the application of Loctite to the cam sprocket to lengthen the life of the camshafts,[7] but as SHO owners have experienced cam failure after the application of Loctite,[8] most SHO enthusiasts do not recommend this fix.[9][10

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Ghostwalker

quote Originally posted by ghostwalker: Hello everyone I read this post and then googled it and found this. Cam trouble Soon after the introduction of the SHO V8, widespread problems with the cam sprockets began to surface. Ford had used a relatively unusual method, called "swaging", of affixing the cam sprockets to the camshafts.[2] The cam sprockets were fastened to the hollow camshafts by forcing a metal ball which was slightly larger than the interior diameter of the camshaft through the center of the camshaft, thus expanding the metal slightly and creating a mechanical bond between the cam sprocket and the camshaft.[3] This method proved to be inadequate, and the cam sprocket could break loose from the camshaft and spin independently from the camshaft (or "walk").[4][5] This would result in the camshaft stopping and thus not activating the valves, allowing the pistons to hit the valves, ruining the engine. The preventive measure of welding the cam sprocket to the camshaft soon proved to be a fix for engines that had not suffered such a fate yet.[6] Another such fix is "pinning" the cam sprocket, or inserting a pin in the sprocket to keep it aligned on the camshaft. Ford issued a TSB (TSB 03-14-1) prescribing the application of Loctite to the cam sprocket to lengthen the life of the camshafts,[7] but as SHO owners have experienced cam failure after the application of Loctite,[8] most SHO enthusiasts do not recommend this fix.[9][10

The common and best fix I have heard is to have the cam sprocket welded to the cam. There was a member on here, I don't remember who, that was looking at a SHO V8 and a Pontiac 3800SC vehicle (not Fiero) trying to figure out which to get. He asked for opinions. Most chose the Pontiac over the Ford, but when he showed more intrest in the Ford I asked if the cam sprocket had been welded. If I remember right the car was his fathers and it had been welded. I assume, since I have not seen one of these welded cams, that it is probably a tig weld.

[This message has been edited by Khw (edited 02-15-2010).]

Whoever would want to put a Ford engine in a Pontiac should have their GM card revoked!

Did you see that steering wheel in the redneck Fiero ...It has no steering wheel hoop...

i would agree but this isnt a ford motor i dont care what anyone says they didnt design it thats the only reason its as good as it is

quote Originally posted by drebinpk: i would agree but this isnt a ford motor i dont care what anyone says they didnt design it thats the only reason its as good as it is

The V8 right?

The V6 was a Ford block with Yamaha heads and intake.

Not that one, it has NO bodywork at all. Now, if I was doing this swap, I'd adapt the thing to a G6 GT 6-speed hybrid, using the '06 MT2 case and shifter with the '07 MU9 ratios, and then use the even deeper final drive ratio used by Saab. The MU9 used a 3-cable shift design. That'd be the best possible performance gearing for a high-revving, no-torque engine, short of investing in the NSX 6-speed.

I'd go with the 3.2 v6 with the 3.0 cams. Its a 60 degree oversquare engine that can rev up to 8000 rpm. The v8 is also 60 degree but has a balance shaft.

quote Originally posted by Isolde: Not that one, it has NO bodywork at all.

Well a search of Fiero SHO brings up the one I posted and this one, which is just a shorter clip of the same vehicle.



I'd really be interested to see the V8 SHO one, could you link it for me?

Edit: I just noticed your in North Logan. Are you a member of the UFO board out here? Please don't take my posting as a attack, it's not meant that way. I am genuinely interested. I really like the SHO engines. I've spent alot of time reading up on them and have been looking for a V6 SHO Taurus that's not a beat to heck rusted out modded by wanna be ricers piece of junk.

[This message has been edited by Khw (edited 02-15-2010).]

Okay, I'm big enough to admit I was mistaken. I apologize.

quote Originally posted by Isolde: Okay, I'm big enough to admit I was mistaken. I apologize.

Damn

I was really hoping someone had done the V8 SHO swap.

No need to apologize. Like I said I wasn't attacking you or even calling you out on it. If that was the impression I left, I apologize, it is not what I meant to do.

We're cool. It's just I didn't mean to wrongly get anyone's hopes up. Those crossovers of the intake are what got me, well, that, and I was too focused on the engine to notice the other bodywork was gone. Still, if you like that V8, and you have some mechanic ability, then you should go for it, assuming you can find the engine with electronics for a fair price.

The ONLY drawback i've found to swapping Ford engine's is the PATS system.
Other than that,not a huge deal.
I'm the local tuner/electronics guy around here (and the Ford electronics and driveability specialist) so i've been called to other shops more than a couple times for Ford engine/hot rod swaps.
To date i've yet to find a way around the system easily.
You have to retain the PATS system functionality and programming,similar to how people swap GM engines and tape a key in the old ignition and shove it under the dash.
The big deal with the PATS system is the HEC(Hybrid Electronic Cluster) function's as the security module in conjunction with the PCM (actual programming is held by HEC,pcm is an output).
So you usually have to also buy a HEC(~$500+),tear it apart and rebox the module along with associated programming(~$80) of the keys (~$60 x 2) not to mention the PAT's transceiver(~$100) doesn't usually come with a harness so gotta buy that also.
SCT or sniper mention PATS delete on their programming option but from what I understand it doesn't work worth a damn so i've not messed with it. (and I think they only do F150's and mustangs maybe)

Not as easy as simply going into programming and unchecking a box or changing a number for security type like it is on GM pcm's.

It is very doable though,just cost more.

(Been awhile since i've messed with one of these swaps,so if there is a PATS programming option please correct me)

There are a couple of other low-buck options, which is most feasible depends on what signals the engine's sensors give. Many many non-GM V8s can be run by a reprogrammed '06-up LS2 computer, it seems the 58x crankshaft position signal is somewhat common. If that's not feasible, there are a dozen and more different versions of MegaSquirt. Either of these could end up being the same cost and hassle as what the Ford electronics tech just proposed, but maybe not.

quote Originally posted by Isolde: There are a couple of other low-buck options, which is most feasible depends on what signals the engine's sensors give. Many many non-GM V8s can be run by a reprogrammed '06-up LS2 computer, it seems the 58x crankshaft position signal is somewhat common. If that's not feasible, there are a dozen and more different versions of MegaSquirt. Either of these could end up being the same cost and hassle as what the Ford electronics tech just proposed, but maybe not.

It would be more along the lines of running a northstar,most Ford engines have both intake manifold runner control and overhead cam's utilizing cam phasers.
The cams could be locked,and manifold runner control deleted-but then why mess with it at all?
I like the idea of utilizing all the high tech,otherwise just swap in something easier.
I've offered several times to build them a harness to utilize an LS pcm (12200411) and pretty sure I could get the IMRC working using the GM's EGR control inputs/outputs/tables but nobody has bitten.
I don't care for Fords,so i'm not footing the bill to prove it on one of my rides. (though i've been contemplating doing something like it in the future.)

I have a 1991 SHO with a 3.2 sho engine, big cams, 5 spd manual, SHO shop high flow cats, borla exhaust, big bore MAF and stock ecm. Thinking about a custom chip to match dthe engine. Do you have any experience and expertise with a project like this? This is my son's car. I have 3 Fiero's. My latest project that we just completed is an LS4 into an 88GT. We have EFI Live and HP tuners for our GM stufff but no resources or experience for my SHO. John Ivanoff Tulsa

I would think if your doing all this you would just go with a LS1-9 upgrade of some sort.

quote Originally posted by DefEddie: It would be more along the lines of running a northstar,most Ford engines have both intake manifold runner control and overhead cam's utilizing cam phasers. The cams could be locked,and manifold runner control deleted-but then why mess with it at all? I like the idea of utilizing all the high tech,otherwise just swap in something easier. I've offered several times to build them a harness to utilize an LS pcm (12200411) and pretty sure I could get the IMRC working using the GM's EGR control inputs/outputs/tables but nobody has bitten. I don't care for Fords,so i'm not footing the bill to prove it on one of my rides. (though i've been contemplating doing something like it in the future.)

Remember the SHO was an old Yamaha design, so I doubt it has either IMRC stuff or cam phasers. Phasers are much too recent for that old engine. GM is using a computer-controlled cam phaser now, so operating that, if Yamaha used it, would be built in to most of the lastest LS computers.

quote Originally posted by Isolde: Remember the SHO was an old Yamaha design, so I doubt it has either IMRC stuff or cam phasers. Phasers are much too recent for that old engine. GM is using a computer-controlled cam phaser now, so operating that, if Yamaha used it, would be built in to most of the lastest LS computers.

I know they have IMRC,take a look at the pic again and count runners(i've repaired more than a few because of broken IMRC shafts-on v8's).
Your probrably correct on the cam phaser's though, a quick look at the 1994 3.2 SHO (V6) FSM shows a DOHC configuration with no cam phasing that I can tell.


John,I may have a little bit of insight that would maybe help converting to a LS pcm maybe and would love to help with a project like that.
I also have EFIlive,but have TCII also (no cost flashes).
I would be of absolutely no help tuning with a Ford PCM,our expensive Ford stuff will only allow us to do a small amount of changes to nothing of consequence.
Not sure how much help I would be with a GM swap,but willing to help.

Okay, I stand corrected on the IMRC.

I own a V8 SHO and drive it daily, GREAT engine. makes the sedan a rocket, just think of what it could do in a Fiero. That thing is built TOUGH, it would be very very hard to break it under normal use.

quote Originally posted by Turbowedge: Whoever would want to put a Ford engine in a Pontiac should have their GM card revoked!

X2! lol

To each is own I guess. Fords endeavour into using Yamaha engines was short lived, couldnt have been too good of a combo I guess? I know the 3.0 Litre was a decent engine, the 3.5 I heard had several issues as well as the cam sprocket issue... seems like a risky setup. I would be interested in seeing how the swap goes tho...

quote Originally posted by Khw: The common and best fix I have heard is to have the cam sprocket welded to the cam. There was a member on here, I don't remember who, that was looking at a SHO V8 and a Pontiac 3800SC vehicle (not Fiero) trying to figure out which to get. He asked for opinions. Most chose the Pontiac over the Ford, but when he showed more intrest in the Ford I asked if the cam sprocket had been welded. If I remember right the car was his fathers and it had been welded. I assume, since I have not seen one of these welded cams, that it is probably a tig weld.

Yea, that was me. I haven't opened it up and looked at it either, no need too.

quote Originally posted by mattwa: Yea, that was me. I haven't opened it up and looked at it either, no need too.

Yea, I figured that out when you posted this, LOL.

quote Originally posted by mattwa: I own a V8 SHO and drive it daily, GREAT engine. makes the sedan a rocket, just think of what it could do in a Fiero. That thing is built TOUGH, it would be very very hard to break it under normal use.

quote Originally posted by Khw:

That car is for sale actually. I'm sick of it to a point. Anyone wanna buy it?

Anyone got the hp and tq numbers on the v6 and v8 ?

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Say no to socialism communism marksism maoism and say yes to Freedom! God Bless America!
1986 black gt fast back 4 spd recently rescued. 1987 gt fastback 5 speed! Hopefully swapped before end of summer.

quote Originally posted by ozzy83: Anyone got the hp and tq numbers on the v6 and v8 ?

you should be able to find that on wikipedia.

You were correct wiki. 3.0 is 220hp 200tq. 3.2 is 220hp 215 tq. 3.4 v8 is 235hp 230 tq.

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Say no to socialism communism marksism maoism and say yes to Freedom! God Bless America!
1986 black gt fast back 4 spd recently rescued. 1987 gt fastback 5 speed! Hopefully swapped before end of summer.

add another 5 horses for a CAI, another 5 for a better muffler, and another 5 for a tune or chip. That's 250 HP.

I was at the local junk yard and saw a FWD ford with a 4.6 ford v8. I don't remember if it was 2 or 4 cam. But reading up on them the block is the same. That means you could put a 4.6 alum ford v8 in your fiero. they make them in a 4 cam/32v. Than you could use all the hotrod stuff that is made for that motor when they use it in mustangs.

but here is the deal! HP is HP! it DOES NOT matter how you get it. OR at what RPM. You just have to spin the piss out of a little engine to make big hp.
TQ is what moves you.
If little engines were better than big engines, you would see model airplane engines in cars.
If you want a ford in you fiero just for the doing it, go for it. That would be a better use of it ( the ford engine) than anything ford puts it in.

But if you realy want to see what works ( to go fast) go to a drag strip. Take a look at the fastest RACE car. It will have a V8 (a big V8), and push rods, with a carb!

Hey Fred, we already discussed the Ford 4.6 into a fiero a few months ago. In fact, it was my idea. I don't recall who started the thread. Anyway, try the search feature.

quote Originally posted by FFIEROFRED: I was at the local junk yard and saw a FWD ford with a 4.6 ford v8. I don't remember if it was 2 or 4 cam.

96-00 lincoln continental,should be a dual cam engine. Lincolns have forged rods or crank,maybe pistons? can't remember but they are built well. My buddy that does mustangs once mentioned you could build a 1000hp mod motor using mostly stock componants and not alot in aftermarket by mix/matching up mustang/lincoln parts.
Stock 5.0 blocks split down the middle a little above 500hp he's told me.