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511-Inch Mopar Wedge Hits the Dyno and Makes Over 700 hp and Even More Torque!

HOT ROD logo HOT ROD 2/16/2021 Steven Rupp
a bicycle is parked next to a motorcycle: 001-511-mopar-wedge-dual-carb-westech-trick-flow-solid-roller-race-dyno © Hot Rod Network Staff 001-511-mopar-wedge-dual-carb-westech-trick-flow-solid-roller-race-dyno

This high-compression solid-roller 511-inch Mopar wedge lays down some impressive power numbers.

Even we get tired of the constant barrage of LS this and LT that these days. So when Engine Masters co-host Steve Brul sends us over something a bit different, we perk right up. This time it's a 511-cubic-inch Mopar wedge mill on their Superflow 902 dyno.

© Hot Rod Network Staff

Mopar engines were referred to as "wedge" engines because they used wedge-shaped combustion chambers; this was different from Chrysler's 426 Hemi big-block engines that were typically referred to as "Hemi" (as in 426 Hemi, for example) due to their hemispherical-shaped combustion chambers. Some would argue that the "wedge" callout was a marketing gimmick since most 1959 and newer Mopar V-8s had wedge chambers with the other two types being the far less common hemi and poly (318) designs. The "wedge" callouts with badging and graphics sounded cool, but in many cases there wasn't an engine option for those cars that wasn't a wedge.

a close up of a motorcycle © Hot Rod Network Staff

For this Mopar the block was bored out and stroked by Ken Etter at Bob Mazzolini Racing, with a forged Molnar crank and rods, to 511 inches. And, since this this going to be raced hard, a Comp solid-roller cam (268/276 with .704 lift on a 110 LSA) was combined with T and D shaft rockers to make for a rock-solid valvetrain. The chambers of the Trick Flow 270 heads, from Summit Racing, made for a pump-gas-hostile 13:1 compression ratio.

a group of items in it © Hot Rod Network Staff

Topping the 511 wedge is an ANA CNC-ported aluminum crossram intake with a pair of Holley 750 cfm XP carbs. The intake came ported, hand blended, and polished right out of the box. Not a cheap date, but it flows a ton and just looks right on top of the 511.

© Hot Rod Network Staff

Big power meant the wedge needed a rock-solid oiling system. The high-volume Milodon pan works with their billet pump cover/filter block to keep the 511 well lubed.

a close up of a bicycle © Hot Rod Network Staff

Ignition duties were handled by an MSD Pro-Billet distributor (PN 85465) and a set of their 8.5mm Super Conductor plug wires.

a close up of a bicycle © Hot Rod Network Staff

On the dyno the 511 wedge was fitted with a Meziere electric water pump and some Hooker dyno headers. Once this mill gets stuffed in the car it will get some larger, higher-flowing tubes. The tank supplying the Aeromotive 3000 fuel pump was filled with Sunoco 116-octane leaded racing gas, and Lucas 10/30 weight racing synthetic oil was invited to the party.

graphical user interface, chart © Hot Rod Network Staff

After break-in, the dyno tuning began, and Brul found the sweet spot to be 36 degrees of timing. The best pull was 728 hp at 5,900 rpm and a whopping 738 lb-ft at 4,500! What's more impressive than the peak numbers are the crazy flat-as-a-proverbial-pancake torque numbers. The 511 rolls into the dyno making 719 lb-ft at 3,900 rpm and doesn't drop below 700 until 5,400 rpm! Even at the end of the pull it was still making well over 600 lb-ft of twist. Who doesn't love torque numbers like that from a naturally aspirated engine? No wonder Brul sent it to us as his pick of the week.

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