1995 Ford F-150 Cummins Diesel - 14.0L F-150

The air-activated wheelie bars (which showed signs of wear) indicate this machine is not just for show.

The N14 came out of Jim Harris' Peterbilt Class 8 truck that was totaled after it rolled on the highway.

Robert "Shadow" Shumbres prepped the 1/2-ton frame for the 3,600-pound engine by plating the framerails and building custom engine mounts.

Aaron Gordon and Robert Shumbres test-fit the N14 at Puretec in Oxnard, California.

The NV4500 five-speed transmission was adapted to the 14.0L Cummins with an aluminum adapter built in Jim's fabrication shop. If the transmission looks frightened, that's because it usually sits behind 5.9L engines in 1-ton trucks, not 14.0L engines from 40-ton trucks.

Because the engine is mounted backward in the rear of the truck, a Casale V-Drive (usually found in boats) was installed to redirect the engine's power 180 degrees back toward the rear axle.

The Ford 10 1/4-inch rear axle had its differential offset to the passenger side by Coast Driveline in Ventura, California, in order to make room for the oil pan. Billet axles and hubs were provided by Summers Brothers of Ontario, California.

The engine work on the N14 Cummins was done by Steve Bullock and John Silveira.

Jim considered making a custom tonneau cover for the truck. With detail like this, why would you want to hide it? The aluminum was polished by The Polishing Shop, and the exhaust and turbo were ceramic-coated by Extreme Coatings, both out of Oxnard, California.

The interior is stock, except for the custom shifter's design that was lifted from a page in The Pipe Fitter's and Pipe Welder's Handbook. Imagine looking in your rearview mirror and having a semitruck engine staring back at you.

The factory 300ci straight-six is still under the hood and has the easy life. Its only duties require keeping the front on the ground and running the accessories.

The original fuel tank for the front gas engine was reworked to fit behind the rear diesel engine.