The 1989–91 Taurus SHO Still Punches Above Its Weight
The business theories of W. Edwards Deming, especially the notion of total quality management, aren’t something we enthusiasts consider when discussing the Ford Taurus. But the pre-Taurean Ford Motor Company definitely stood up and took notice, after Deming’s teachings made Japan Inc. a force to be reckoned with. His Fourteen Points could be considered the foundation, and the ubiquitous 1986 Ford Taurus is the mansion atop this new bedrock. That’s especially true of Deming’s ninth point:
“Break down barriers between departments. People in research, design, sales, and production must work as a team, to foresee problems of production and in use that may be encountered with the product or service.”
This happened with Ford’s Taurus, to the point that Team Taurus became a phrase used inside and outside the company. In Eric Taub’s book Taurus: The Making Of The Car That Saved Ford, it was noted that Ford engineers worked with designers in remarkable ways. One such example is when an engineer told VP of Design Jack Telnack that the Taurus’ front end design wouldn’t work for the cooling system. Telnack remarked, “Fine, then we will redesign the front to work for you.”
Apparently Telnack’s response shocked the engineer, as designers generally force their work upon engineering departments. But teamwork truly made a superior vehicle. That’s where Ronald Glantz, a partner Montgomery Securities, was quoted by the Chicago Tribune as saying the Taurus “looks like the car was designed by one person.”
Luckily for us enthusiasts, that “one person” wasn’t some plain jane suit interested in hard numbers. And by 1989, they had a penchant for making a segment-busting, sports-car dominating, SHO-stopping performance from a family sedan template.
Enter the 1989 Ford Taurus SHO (Super High Output), a vehicle with plenty of digital ink spilled across the internet in its name. We wrote about it here and here, and Jason Cammisa’s in-depth coverage leaves little else to say.
And with all this acclaim, a few salient points remain: The SHO was quicker than anything this side of a BMW M5, handled with Germanic flair, and sported a base price just under $20,000. No vehicle is perfect, and the SHO was subtle in a sea of already radically designed Taurus sedans. But this couldn’t stop the SHO from winning near-universal praise, doing everything from securing a spot on Car and Driver Magazine’s 10 Best List, to earning a cult-like following.
And yet, somewhat tragically, the magic of the original Taurus SHO was slowly watered down over time. This isn’t referring to the later addition (1993) of an automatic transmission, as Ford was clever enough to increase displacement of that iconic Yamaha-designed engine from 3.0 to 3.2 liters to compensate for the torque-converted gearbox. Instead, consider how the first-generation SHO (1989-91) translated into a second generation, where performance was dulled to the point it can be tracked by the shrinking anti-roll bar diameters and the increasing levels of understeer they bestowed upon the Super High Output Taurus.
With the revolutionary good looks and impressive suspension prowess, the first-generation Taurus SHO has been appreciating at a rate on par with the broad crescendo of its Yamaha motor revving to its 7,300 rpm redline. Ten years ago, a SHO in #2 condition was a mere $4,700, and only $3,000 for an example in #3 condition. But today those same examples fetch $12,000 and $8,100, respectively.
A 155 percent appreciation rate is no small feat, especially for anything that looks like a family sedan from the 1980s. And the SHO has near-universal appeal, as Millennials quote 34 percent of SHO policies for Hagerty, while comprising 23 percent of the market. That outsize interest from younger enthusiasts suggests a strong near-term outlook for the SHO. Boomers comprise 32% of quotes sought, while Gen X comes in at 21 percent and Gen Y follows at 10 percent—all a little low relative to their percentage shares of the market, but still healthy. All told, there might be enough generational consensus to suggest the Taurus SHO is the United Nations of classic cars!
But the SHO’s appeal is also on par with vehicles that cost far more, with far more prestigious nameplates attached to them. While Hagerty Valuation data is sparse for this class of vehicle, a Mercedes-Benz 300E (W124) was $5,000 (#2 condition) and $3,700 (#3) back in 2014. That’s in line with the first generation SHO, but today the 300E is $14,600 and $8,200. While #3 condition examples of both are similar, even the $2600 difference between #2 examples is a testament to “Team Taurus” and what they created here in America.
We pulled Hagerty’s average insured values of both the Saab 900 Turbo and the BMW 535i (E34) for more context. Compared to a Taurus SHO in #2 condition, the Saab is over $1,000 cheaper ($10,818) while the BMW is insured for over $2,000 more ($14,364). Indeed, there are signs suggesting the Taurus SHO is still punching above its family sedan weight, going deep into European performance sedan territory.
This data sheds new light on a passage from Taurus: The Making Of The Car That Saved Ford, when Ford’s consumer advocate Joel Pitcoff discussed how chatter on the upcoming Taurus was heavily skewed to imported competition like the examples chosen here. While the base Taurus was supposed to be a mundane sedan worthy of Chevrolet Celebrity references, Pitcoff recalls the world didn’t see “a step up from a Celebrity.” Instead they saw “the near equivalent of a $25,000 import car that you could buy for $15,000.”
So with over 30 years of hindsight available, perhaps it comes as no surprise that a $20,000 Taurus SHO destroys everything even remotely close to that price point. It’s certainly not a bold statement to suggest that teamwork made dreams come true for a humble American family sedan. This is one moonshot design that paid off, be it for a mid-level Taurus GL in 1986, or in the year 2024 for the first-generation Taurus SHO.
These are the cars that are the definition of impossible to restore and difficult to keep running some cars in this era.
So few were made, so few parts were saved, most were used up and the costs to restore exceed the value.
I have a local kid here trying to keep one alive here, God a less him. But it is a losing fight with the lack of money and parts. Even many standard Taurus parts are a challenge.
I feel a number of 80’s and 90’s cars will just be memories for many with lack of market support. It is hard to justify parts for short term limited cars.
I see it in the Fiero with the much claimed must buy 88 model. The one year production has led to parts that you just can’t buy. To be honest you would be better off with an 85-87 V6 vs 88 if you plan to drive or restore.
This is why despite craving a SHO I can’t justify getting one. It’s easier to find parts for many Imported JDM cars than a SHO now. There is just no market for keeping them alive.
I disagree with this, at least when it comes to my firsthand experience getting NOS Taurus parts online from places like eBay, RockAuto, and NOS Ford parts vendors like Green Sales Inc.
Granted, some of the SHO specific could be hard to find, but if the part number interchanges with a regular Taurus, Tempo, etc. it is likely still around.
Owned 90, 93 and 95 new all manuals. Ultimate sleeper sales car (metal casting business), Did an easy 140 on the route to Polaris and Arctic Cat. Would love to find a good one now! Am guessing as hyper says parts are tough to come by. The SHO’s I’ve seen lately have been run hard and put away wet by the third owner.
Great cruiser. I got into a rat pack with a newer bmw and a Acura motoring across i80 in Pennsylvania doing like 120mph the whole way. It was so cool.
I had a 91 and a 95 manual. They were so cool and fast for the time and money. 7200 rpm was fun.
My 1995 manual was the smoothest-shifting car I have ever owned. Miss it greatly!
Correction – 1991 manual.
While you mention the BMW, Mercedes, the styling of the Taurus has always reminded me of the Audi 80 of just a few years earlier. You’d almost think J Mays had moved from VW Audi to Ford right around then and designed both if you didn’t know better. This design has held up over the years while it’s replacement, another radical departure in that respect as promised, to my eye is no where near appealing. Not hard to imagine prices rising on a car that truly can be called a game changer in many respects especially the Shogun version.
While it certainly looks a lot like those German sedans of prestige, it also looks a lot like the 1982 Ford Sierra. Everyone had the same idea, Ford was just the first to put it in a cheaper, more family oriented vehicle.
It must have been a little ahead of its time. Seeing 220 HP in a mainstream, afford family sedan made me think of the GEN5 Nissan Maxima. For their era, and what they were, those Maxima’s were stout at around 220 BHP. Here a Taurus from the 80’s pretty much matches the Early 2,000’s Maxima’s performance. Maxima was a higher trim level car than Altima.
The 4th gen Maximas would do the same 60 in 6.6 and ~15 second quarter as the SHO
I had a beautiful Red ’95 with a tan leather interior and a stick shift. I loved that car but it was a huge PIA to own and operate. I bought it used in late ’96 with less than 12K on the clock and it was pristine. They being said, I replaced the clutch and throw out bearing under warranty within months of purchasing it and the rear back glass had to be replaced because it squeaked so badly. It was back at the dealer – a lot. It was great fun but I decided that I should let it go prior to the expiration of the 3/36 warranty. All told, it was a great motor in a pretty mediocre car. I drove it for 20K miles and sold it for more than I bought it for, so it was a win-win for me. Still, much like my old MG-B, I’m glad I got the experience of owning and driving it because when it was good it was very good and it brought a smile to my face frequently – and that’s all I choose to remember.
Cannot remember the last time I saw a Taurus of these years. When they were available, they were everywhere, now they have simply vanished!
Have a 2000 Taurus 56,000 miles if any one is interested in pa . For sale
As a lurker, I’ve seen multiple comments about how you can’t find parts or skill sets for certain repairs anymore. I’m curious if that’s actually case or if the difficulty is making the right connections. Personally, I’ve dreamed about starting a small side business providing small batches of parts or doing specialized repairs. But I have no clue how to start making the customer connections that would allow me to understand what parts or repairs are in demand. I’m curious if that exists in some form in the depths of the internet? Or is this a hole in the community that Hagerty could fill? For example, could a customer with some poor Lotus (which will always need repairs) be connected via Hagerty to a Lotus transmission specialist. Or could someone needing an unobtanium part request a bid via Hagerty. From there companies could see where the need is and fill that hole? Things I ponder…
I might be one of the few readers that haven’t heard this before, but that’s a great idea (and might be better than a Google search with “forums” at the end).
I always loved these Yamaha V6 SHO’s with the snakes nest on top. The later SHO’s were never interesting compared to this car.
Michael I had lots of quality issues with my 95 also. The 91 and 93 had no issues. Wonder if Ford backed off of ‘Job 1″ for a while..
Sajeev- I’m a devout atheist but Green Sales may be proof of god. Yet I wonder if ‘spreading the word’ may possibly delete their inventory for the truly faithful.
You are not wrong! But when someone says parts for these cars is hard to get, you have to tell them why they are likely incorrect.
You’re right however, if you’re looking for hard to find parts, especially hard parts… D3… Blue Oval will juice you up. Lets just keep that our secret
I never thought the 1986 Taurus was especially attractive, and the wagon version looked awkward compared to the sharp, edgy Celebrity wagon. I respected the SHO when it came out, but never desired to own one – again, I just did not find it to be attractive. To each his/her own, and the market spoke loudly: the first Taurus was a big sales success.
I bought an ’89 SHO new. The rating on the 3 liter Yamaha engine had to be very low as the car was like a rocket! A total blast to drive. Put over 80K on it & never had to do any brake or clutch work. Just drove the hell out of it!
I purchased a new 1991 SHO in November of 1991… white with tan leather, 5-speed, etc. It was fast and fun to drive. The Yamaha engine was a gem, and I loved to raise the hood and show off that intake system! I explained to people it was like the original GTO — a hot version of the Tempest, this was a hot version of the Taurus.
• In July 1972, we attended the first SHO National Registry gathering in Peoria. There, several people were impressed that I had the “SPECIAL EDITION.” I was surprised to learn it was different, featuring a domed fiberglass hood, revised front fascia and upgraded suspension.
• Unfortunately, the car was a LEMON. It spent 40 days in the shop to fix a variety of maladies, ranging from peeling paint and miss-matched trim, to unnerving pops and grinds in the suspension. At the SHO gathering, I talked with Norm Jewell, Ford quality control; Jeff Salter, Ford P.R.; and finally, Tom Chapman, Ford suspension engineer, who took it for a ride and declared that it had serious problems.
• By time it was all said and done, I filed under the LEMON LAW, and Ford bought it back from me. It was a classic love/hate relationship.