For more than 10 years Mike Moran of Moran Motorsports in Taylor, Michigan, has been chasing a dream unlike any other: building the first-ever 100-percent billet engine. When Moran started out the goal was to smash the 4,000 horsepower hard deck in an Outlaw Pro Mod application. By the time all was said and done the 11.0L Hemi V8 was pushing well north of 5,000 hp.
“I got an idea for this engine after I had been running all the different engine combinations and all the parts out there,” Moran told Engine Builder. “They’re all great combinations, but they all have shortcomings and most of them are because of what the rules organizations will allow.” According to Moran, builders aren’t able to address shortcomings because sanctioning bodies like NHRA won’t allow changes to the specific architecture.
Make no mistake, this billet beast is a clean-sheet design of Moran’s own penmanship. The 11L Hemi V8 engine features a 5.300˝ bore center, with perfectly even bore spacing to eliminate the need for offset rods, a common requirement when working with OEM designs. All the engine combinations out there whether it’s Mopar, Ford, or Chevrolet, they’ll use offset rods because their banks aren’t shifted the correct amount to center the rods,” Moran said.
The 11.0L Hemi V8 is a square design using a 4.750 x 4.750 bore by stroke, a 6.700 rod length, and a 10.500 deck height. The intake ports alone are 500cc, while the compression ratio sits at 12.5:1. Hemispherical heads are a given. Fuel flow is off the charts with 16 575 lb/hr Moran Racing Engine injectors being fed by a 35 gal/min fuel pump.
It uses 10 head bolts like a Ford, but the studs are larger and are torqued to a higher spec, this allows the heads to come on and off without completely moving the intake. Moran even incorporated a remote drive off to the side to eliminate elaborate rigging required to run the magneto and the fuel pumps off the camshaft.
There’s some trick thinking in this 673 cubic-inch design, thinking that’s only just now starting to become more mainstream. For example, Moran’s design raises the cam by some 3 inches, which in turn allows for shorter pushrods, letting them sit closer to horizontal. This adds strength and stability to pushrods that are being asked to operate at 9,000 rpm when the engine is fully ripped.
Turns out the choke point for the billet twin-turbo Hemi’s design was the turbos themselves. At the time, the Garrett turbos simply weren’t able to flow enough air. It wasn’t until the company sent over a set of Gen II 106mm turbos capable of moving 300 lbs. of air per minute that the engine was able to make use of all that fuel and jumped over the 5,000 hp line.
5,295 horsepower, at 7,300 rpm to be exact.
Apparently, there’s even more to come from this innovative 11L Hemi V8. Changes are being made to the ramping on the cam in order to make valve events slightly less violent in the hope of promoting better longevity from the valve springs. The goal is a full 9,000 rpm and 70 lbs. of boost, something Moran thinks will be good for nearly 6,000 hp.