1989 Ford Taurus Reviews, Pricing & Specs

The only downside is that it is now 20 years old. I wish it was new all over again. The Yamaha built 3.0 L engine runs as good as it did when it was new in '89 and has logged more that 200,000 miles. The car turns like it is on rails. It still will do 0-60 in the low 6's. Super smoothe at highway speeds or around town. Good gas millage. Fun to drive! The 2010 SHO is promising. Check it out!Jun 02, 2009

SHO, 'nuf said! OOPS, I guess i need to pad it, lol. for a car that has given me a loyal 360K plus, 950kms to a tank (600 miles), $800 insurance a year--lol, reliability like no other--at 250K, i gave the car to my brother to use to go to school, he put 80K in 5 years just changing oil and fillin up gas...THAT'S IT!!! PerFORDmance (lol): AWESOME in everything--a 7 in handling...a little heavy a car, Build Quality: toyota camry, GOUGE ur eyes out! Appearance: a little family-ish, but THAT'S an advantage against cops...lol, Cost of ownership: gas, oil, timing belt/water pump, brakes, and 1 clutch...continually challenged my Civic as to which 1 was cheaper to own! Fun Factor: 1 word...EXHILARATING!!! 1 of the 1000's I've had the chance of driving (and I've driven many...been with cars all my life, 1 of the 2 BEST cars I've owned!!! out of a total 17Feb 11, 2009

Keep in mind, this was an SHO. Considered one of the first true American sport sedans. The 1989 was not encumbered by ABS, Airbags, and the like, so it was capable (according to Hot Rod) 0-60 in as little as 6.0 seconds. Not bad for a 3.0 normally aspirated V6. Engine specs were a Ford/Yamaha designed, Yamaha built, 3.0 litre 24-valve V6 that put out 220HP and 200lb./ft. or torque. It was a peaky engine, with most of its power coming on after the secondary intake valves opened at 3800 rpm. Still, with a rev limited 7600 rpm redline, you could reach freeway speeds in 2nd gear. Low end torque was boosted by the unequal length intakes. At low rpms, only one intake was open. It was fed through a long, thin manifold pipe the originated over the opposite cylinder bank. At 3800 rpm, a butterfly valve would open on the second intake, fed by a fat, short manifold pipe, originating over its own cylinder bank. The effect was fast moving air with some back pressure at low rpms, large volumes at high rpms. This had all of the bells and whistles that Ford offered in a car, at the time; automatic air, JBL audio with subwoofer, 6 way adjustable leather front seats, etc. There were a few quirks, being a first year model. The original clutch was too small, so the dealer replaced it with a one inch wider unit. The Goodyear Eagle GT plus 4 tires only lasted about 20,000 miles. But it was a blast to drive. It also had a tendency to break the front motor mount, if you drove it too hard. A/C compressors did not last long. An underdrive pulley is recommended if you want it to live. My best estimate was that I could get between 6.5 and 7.0 0-60's. I did not want to launch it at 3000 rpm, or I could have broken into the low 6's. The original Taurus was a decent handling car for a pedestrian sedan. The SHO took advantage of a solid base and added front and rear anti-roll bars, progressive rate springs, lowered the car one inch, four wheel disc brakes, and used silicon or solid bushings. The result was a car that had nice neutral handling. Push it to the edge and the tail would gently slide out. A little throttle and it would straighten out. It never got out of hand. Torque steer was apparent, but minimized by equal length half shafts. Despite the performance, the SHO regularly delivered 25 mpg in mixed freeway commuting. Avoiding rush hour could probably improve that. Plus, the SHO was the first American car certified as a low emission vehicle. As a result, it did not require many of the power robbing emission controls other engines were saddled with. It had been a fun car to drive, and it was always nice to launch past BMW's and other sport sedans in this "wolf in sheep's clothing". But, alas, after nearly 20 years, the old SHO is tired. The A/C compressor is once again dead, the front oil seal is leaking on the catalytic converter, the O2 sensors are shot, and yes, I broke the front motor mount. Plus, I think the fuel pump is about to seize up. It is now resting comfortably in the driveway, having given way to a commuter econo-box, while I sit and ponder its fate. Perhaps the old wolf will rise again, don its sheep costume, and go up against the youngsters. Maybe this time with a 315HP upgrade.Sep 17, 2008