Here’s an engine inspired by anecdotes of getting drunk and seeing “pink elephants,” and it’s just a coincidence EngineLabs found this blushing pachyderm at the start of the pink-swathed Breast Cancer Awareness Month.

The 511ci all-alloy Hemi was built by Dave Cisecki of Strategic Machining in Strathmore, Alberta, Canada, for longtime Mopar enthusiast Steve Harris. Also helping in the project were Tim Banning at For Hemi’s Only (FHO) and Ryan Brown Performance — both companies also based in Canada. The engine will go in Harris’ ’69 Dodge Charger…but why pink?

“Steve likes the contrast between the black car and the House of Kolor florescent pink,” explains Cisecki. “The car draws attention at the shows because he also has the same color bumblebee stripe on the tail of the car.”

The “elephant” reference, of course, refers to the nickname given to the 426 engine when it was introduced in the mid-‘60s for NASCAR racing. Where the liquor-induced hallucination stories about pink elephants were first told, we have no idea; but the goal behind this project was to build a lightweight, powerful bullet.

“Steve wanted one fast street car,” adds Cisecki, noting that Harris also owns one of 22 Hemi-powered, 4-speed-equipped 1969 Dodge Daytona Chargers.

The Pro Street-influenced Hemi starts with an aluminum World Products/Mopar Performance race block bored to 4.375 inches. It’s fitted with an Eagle 4.250-inch-stroke crankshaft, Oliver 7.1-inch I-beam rods secured with ARP 2000 bolts, CP custom 8:1 pistons, ATI damper with crank trigger and Clevite coated bearings. Milodon’s new low-profile, dual-kickout oil pan and single-line external oil system handle the lubrication duties.

Topside is a set of Stage V heads CNC ported by FHO’s Banning to flow 463 cfm at .700-inch lift on the intake side. The stunning valve covers also came from FHO, as did the roller-tip rockers under the covers. A Jesel belt drives the Comp Cams bumpstick custom ground with 253 degrees duration at .050-inch, .684/.642 lift and 112-degree lobe separation.

Induction is via a pair of 850 cfm Mighty Demon carbs sitting on top of a BDS 8-71 Stage 2 blower and manifold. The cool air scoop comes from Garlits Performance Products.

“There are some things we can improve on with the Demons,” says Brown. “We made them adjustable so we can tune them on the dyno. Also, you have to reference the power valves.”

Basically, Brown strips down the Demons, corrects any alignment issues or manufacturing defects — such as machining debris that impedes a circuit. 

“I modify the circuits to specifications that have been proven through years of tuning engines,” explains Brown. “The carburetors are then tested on our flowbench that I’ve modified to introduce a fluid with the same specific gravity and characteristics as gasoline, but without the volatility. Sensors monitor fuel pressure, fuel flow, draw at the main jet, bowl pressure and a host of other conditions. We can then plot a fuel curve for the carburetor.”

While on the dyno, Brown also handled the MSD 6AL-2 ignition tuning.

“Using a MAP sensor with that system, we can run a vacuum advance when cruising and retard the timing when under boost. Exhaust temperature is reduced substantially when running the proper ignition timing under cruise, and this system is tunable with a few keystrokes using MSD’s software,” adds Brown.

Running through a set of Hooker headers and on premium pump gas, the engine pulled a best of 802 horsepower at 6,400 rpm, and the power curve was still climbing before shutting down a little earlier than the motor’s expected 7,000 rpm redline. Blower drive was 1:1, adding about eight pounds of boost. More than 700 lb-ft torque was measured from 3,800 to 5,700 rpm.

“Ryan really tamed the idle down to a nice, clean 950 rpm,” adds Cisecki, “while maintaining incredible throttle response.”