6.0L INTERCEPTOR

POWER STROKE EQUIPPED, 12-SEC­OND FORD CROWN VIC

Diesel World - - Contents - BY MIKE MCGLOTHLIN PHOTOS BY BRIAN HOLLINGSWORTH

For most of us, it’s nat­u­ral to do a dou­ble-take when we spot an old cop car. But folks who come across Matthew Bar­nett’s re­tired police cruiser aren’t just mo­men­tar­ily pre­oc­cu­pied with its phys­i­cal ap­pear­ance—they’re per­plexed by what they hear. “Peo­ple def­i­nitely swivel-neck when you drive by,” he told us. “I’ve had some pretty good looks.”

Like so many oth­ers, Bar­nett picked up his re­tired CVPI dirt cheap, and thanks to its su­perb high­way manners he made it his daily com­muter. How­ever, he then fell into a deal on an ’05 Ford Shut­tle Bus and the wheels started turn­ing. Hav­ing been a huge fan of the Duramax Ca­maro and Cummins Charger projects from One of Won Cus­toms, Bar­nett pon­dered the idea of build­ing his own dieselpow­ered car—a 6.0L-pow­ered Crown Vic. “I thought to my­self, some­body should put a Power Stroke in a Ford car,” he says. In the spring of 2017 he de­cided to go for it.

Shut­tle Bus 6.0L

Eas­ing the in­te­gra­tion process, the 5R110 Torqshift re­mained

at­tached to the 6.0L through­out the swap. But be­fore the combo was low­ered into the Crown Vic’s en­gine bay, the 6.0L’s heads were pulled, checked out, and ARP studs added. A new oil cooler was also added for peace of mind. Then, with the front end of the car com­pletely apart, the en­gine and trans­mis­sion were po­si­tioned in place while Bar­nett built a pair of mo­tor mounts and a trans­mis­sion cross mem­ber us­ing pieces from both the shut­tle bus and the sedan.

Small Sac­ri­fices

De­spite the tight squeeze, Bar­nett tells us the con­ver­sion was sur­pris­ingly smooth. A few tweaks at the fire­wall, a tab re­moval on the trans­mis­sion and a few sen­sor re­lo­ca­tions were the ex­tent of the most time-con­sum­ing tasks. How­ever, due to space lim­i­ta­tions, Bar­nett was forced to aban­don the in­ter­cooler and make use of the car’s orig­i­nal cool­ing sys­tem (ra­di­a­tor, coolant reser­voir, fan and fan mod­ule).

Painless Wiring

As far as the wiring was con­cerned, Bar­nett didn’t over­think it. The car’s orig­i­nal wiring for con­trol­ling the win­dows and all the func­tions on the dash was re­tained, while the har­nesses nec­es­sary for the 6.0L, 5R110 and Econo­line gauge clus­ter to work flaw­lessly came off the bus. Both Ford ig­ni­tion sys­tems are tied to­gether so that each one pow­ers up si­mul­ta­ne­ously at key-on.

Ba­sic Mods

Once again keep­ing things as straight­for­ward as pos­si­ble, Bar­nett opted for the in­take, tuner, ex­haust ap­proach to adding power (for now). The fac­tory Gar­rett VGT is fed air via an in­take he fab­ri­cated, and it pro­duces more than 30 psi worth of boost thanks to cus­tom tun­ing from In­no­va­tive Diesel. An SCT Livewire TS+ al­lows Bar­nett to keep tabs on boost, trans­mis­sion, coolant and

PEO­PLE DEF­I­NITELY SWIVEL-NECK WHEN YOU DRIVE BY.

—MATTHEW BAR­NETT

en­gine oil temp, FICM volt­age, ICP and var­i­ous other key vi­tals. For ex­haust, a cus­tom-formed 3-inch sys­tem be­gins where the fac­tory down­pipe ends and cul­mi­nates with a pol­ished stain­less turn-down tip out back.

12-Sec­ond Sedan

Even though the 6.0L more than dou­bled the car’s power out­put, Bar­nett’s orig­i­nal in­ten­tion for his Crown Vic hasn’t changed—he still plans to use it as his sum­mer­time com­muter. With the smooth-rid­ing four-door ca­pa­ble of achiev­ing 20 mpg, it’s hard to ar­gue with that. And with the 5,000-pound sedan also ca­pa­ble of run­ning mid-12s, it’s hard not to want to be be­hind the wheel. If you en­counter Matthew Bar­nett’s unique cre­ation out on the high­way, be sure to move over. He’ll be cruis­ing in the fast lane.

 Robbed out of an ’05 Ford Shut­tle Bus, the 6.0L Power Stroke un­der the cowl hood of Matthew Bar­nett’s ’07 Crown Vic was treated to a set of ARP head studs and a new oil cooler prior to be­ing shoe­horned into place. With space at a pre­mium, Bar­nett was forced to re­tain the sedan’s orig­i­nal cool­ing sys­tem, along with fore­go­ing the use of an in­ter­cooler. All told, the en­gine swap and re­ten­tion of the 5R110 Torqshift added roughly 800 pounds to the car’s bot­tom line.  In­stead of be­ing found in their nor­mal lo­ca­tions, both the PCM and FICM were re­lo­cated. The PCM is shown here, at­tached to a mount­ing bracket above the driver-side valve cover. The FICM re­sides on the nearby fen­der well.  At full tilt, the orig­i­nal 78,000-mile Gar­rett VGT builds 32 psi of boost. A fab­ri­cated air in­take feeds the com­pres­sor in­let, while a high-temp sil­i­cone hot-side tube sends boost di­rectly to­ward the in­take el­bow. One ben­e­fit of the en­gine be­ing void of an in­ter­cooler is the fact that no pres­sure drop (i.e., boost loss) oc­curs, and bet­ter off-idle re­spon­sive­ness is on tap.

 To pro­tect his in­vest­ment in a fresh oil cooler, Bar­nett in­stalled a coolant fil­tra­tion sys­tem from Sin­is­ter Diesel. By­pass fil­ter­ing en­gine coolant through a 27-mi­cron WIX fil­ter keeps larger par­ti­cles of cast­ing sand and sed­i­ment from en­ter­ing and even­tu­ally plug­ging up the oil cooler.  Bar­nett both tunes and mon­i­tors the 6.0L thanks to an SCT Livewire TS+ de­vice. Right out of the box the Crown Vic dyno’d 418 hp at the wheels. Now, with cus­tom tun­ing from In­no­va­tive Diesel in the mix, Bar­nett thinks the car makes more like 450 hp.  When it came time to wire the car, Bar­nett kept things sim­ple. This meant the Crown Vic’s orig­i­nal wiring for items such as the dash con­trols and win­dows was left alone, while the 6.0L wiring was used for the gauge clus­ter (taken from the shut­tle bus donor). Both the 6.0L and Crown Vic’s ig­ni­tions are tied to­gether, so both sys­tems power up when you key-on.

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