Blog

We hope you’ve been enjoying our blog detailing some of the projects we have going in the shop throughout the weeks. This week we've got the Edlebrock Pro-Flo 4 EFI system getting ready for the dyno, and the Gen III 426 Hemi is about ready to be stuffed back in the Challenger drag car. Of course our 1964 Ford Galaxie project is continuing on with custom interior and a custom air cleaner for the cowl induction system. We’ve got some cool stuff cooking this week so we hope you dig it.

It's been another busy week here at Prestige Motorsports coming off the holiday weekend. It could be tough coming back to work after some extra time off, but with resto-mods and stroker engines to be completed, we got straight to it Tuesday morning. The dyno was roaring first thing with a 598 drag engine, and an old-school looking Inglese stack injected build is assembled for a local GT40. Mike's 69 Chevelle gets a brake upgrade in the Performance Shop, and the 75 Ford is back from paint and ready for some new wheels. Check out the images and updates below and be sure to #StayTuned each week for more happenings at Prestige Motorsports!

We are starting a new segment this week to keep everyone informed on the weekly happenings at Prestige Motorsports. “#StayTuned @ Prestige” will be a weekly blog highlighting current projects that week. This will include any exotic builds in the engine shop, updates on our ongoing project cars in the performance shop, and any on-going research and development, something we pride ourselves in.

This week on Hardcore Tech, we port-match the Holley Hi-Ram intake manifold on our 600 HP, 427 Small Block Ford and test the gains. This engine is based off the 351 Windsor and utilizes a Dart SHP block and AFR 220cc Renegade competition ported cylinder heads. We added the cast aluminum Holley Hi-Ram manifold base and capped that off with a dual 4150 top, and two Holley Track Warrior 650cfm carbs.

There are several scenarios that would require you to upgrade an existing fuel system. An engine upgrade is a logical situation. If you are installing a new engine that is packing a bunch more horses under the hood, then you better make sure you have enough fuel supply to quench their thirst. That includes looking at feed and return line size in addition to pump capacity. A common scenario today is when converting from a carburetor to fuel injection. Carburetors use a low-pressure fuel supply. This is typically in the 6 to 8-psi range. Fuel injection requires a high-pressure fuel supply of 40 to 60-psi and even higher for boosted applications. An electric pump and high-pressure regulator are required for electronic fuel injection (EFI).

The best products in the airboat industry don’t come along by accident. Countless hours of testing and development are put in behind the scenes to ensure the utmost of quality, reliability and performance. Prestige Motorsports in Concord, NC spends more time than the average engine company on their engine dyno perfecting their airboat engines. They continue to test new setups and configurations year-round to offer the best possible product to their airboat clients.

Is your car suddenly running rough or stalling out in warm temperatures? Does it need to sit for hours before it’ll start after you shut it off? These issues are common, and they’re often blamed on carburetors. At Prestige Motorsports, we see these symptoms all the time, and the cause is always the same. In our video on vapor lock, Eric LaBore explains how the fuel itself can cause problems and how Prestige Motorsports addresses the root causes of vapor lock.

Integrating nitrous into your vehicle build is all about generating more power via more fuel. Even a small addition of nitrous can get you 100 or 200 more horsepower easily and affordably. Unlike superchargers, which force-feed more air into your engine, nitrous works by chemical reaction to deliver a sudden burst of oxygen. The downside is that your overall build might not be ready for the heightened performance.