Testing the ID Brushless Pump
NOTE: Radium Engineering is not a dealer of Injector Dynamics parts. Contact Injector Dynamics for more details about this pump system.

Electric motors continue to evolve and become increasingly more efficient. A significant improvement comes from brushless motor design which operates in a different manner than a standard DC brushed motor. For more details on how brushless motors work, CLICK HERE.
It is not uncommon to find OEM fuel pumps in modern high performance vehicle using brushless technology. They inherently draw less current (less heat) without sacrificing flow. But unlike traditional brushed variations, these pumps require a complex fuel controller to operate.

Dating back to 2013, Radium has embraced brushless pump technology. Fuel surge tanks utilizing both OEM brushless pumps (above) and aftermarket (below) have been available for several years. These have had limited interest due to the lack of affordable high-quality brushless controllers on the market. That is quickly changing.

For some time, the aftermarket company Injector Dynamics has been developing a state-of-the-art fuel controller for OEM brushless pumps from Bosch and Ti Automotive, shown below. 

The same Ti Automotive E5LM pump (found in the Bugatti Veyron) proved to have most potential. In it's most primitive state using the simple Ti Automotive BKS1000 controller, we've tested the E5LM pump at 13.5V to flow 590LPH at 43.5psi. See the tech article HERE.

We recently received a beta unit (above) from Injector Dynamics for testing. What you see is a high quality anodized aluminum control unit, Ti Automotive E5LM pump, stainless steel hardware, wire leads and associated components.

The fuel controller has 2 large cooling fans as well as diagnostic LEDs and a reset button for troubleshooting up to 11 error codes.

The Injector Dynamics BPC1100 system is RPM based and can run the pump at constant speed, MAP based speed, or PWM based speed using adjustable potentiometers (shown above). It is CAN equipped and has a pump speed output for ECU data logging. 

As expected, the controller is larger than others (Dim: 236mm x 160mm x 72mm). For a comparison, the Ti Automotive BKS1000 brushless controller is shown in the left foreground above.

To match all the features and capabilities of this unit, proper electrical is critical. It is mandated that a 125A fuse is used with 2AWG wire for the main power and ground connections. Shown above is an example of the minimum wiring to connect the ID BPC1100 to a Nissan R35 GT-R.

The Radium Engineering flow bench was set up using a MPR to regulate fuel pressure. The fluid used in the test has a specific gravity of 0.77 and flowed through a 6u Microglass Fuel Filter. Shown below are actual recorded numbers from the test bench instruments.

The graph above illustrates current draw at full output and various pressures with a 13.54V input. In extreme situations (8V input and 130psi @ 1100LPH) the current draw can get up to 95A. But don't forget, it's doing more than 5 times the work load as compared to a normal controller in those conditions.

As depicted above, current draw is only 5.5A in typical conditions (400LPH, 3BAR, 13.5V). 

The graph shown above is NOT a misprint. This system can flow over 1100LPH at ANY pressure up to 150psi.

With all of its features and potential, this system from Injector Dynamics is very impressive. At maximum settings, the pump could easily output over 1100lph.

It's unique in that the controller will always hit the target flow, even when conditions like fuel pressure and voltage vary. The only difference you'll notice is the current draw required to make it happen will change. When you compare this system to many others, it doesn't seem possible. This system gives the user the ability to specify their flow rate at any pressure, something not possible with a brushed fuel pump.

We predict that this system could replace the need for mechanical fuel pumps and could even take the place of multiple brushed pump setups as the norm. At this time, we are unsure when it will be available or how much it will cost. But, expect to get what you paid for.

Furthermore, this system can be used in many current Radium Engineering products. As long as the description states "...Ti Automotive E5LM...", the BPC1100 brushless system is compatible.
For more information on pricing and availability, please contact Injector Dynamics.


Refueling options from Radium Engineering
Radium Engineering has been hard at work developing products to make fuel cell filling easier and faster. These new parts work seamlessly with the Radium Fuel Cell Surge Tank (FCST) and associated fuel cells, which have proven to be a popular fuel delivery solution for performance vehicles.

In the past, it was left up to the installer to design and fabricate a custom remote filling solution for the Radium FCST, often requiring additional parts from other companies and making something work. This new product line means the installers can purchase all parts from Radium Engineering and know everything is going work perfectly together.

Because vehicles have different priorities when it comes to refueling, Radium has released several solutions to suit most needs. With so many new products to choose from, Radium has developed this simple explanation to help select the correct products for the customer. By answering a few questions, the customer can be assured they are getting the parts they need.

Understanding Terminology
Filling of the fuel cell can be done one of two ways; "direct fill" or "remote fill". The terms "direct" and "remote" are used often when describing Radium Engineering fuel fill products. Direct fill uses a screw-off cap to pour fuel directly into the cell, while remote filling refers to a body-mounted fill point connected to the fuel cell fill neck with a large diameter hose.
                                                                                        Direct Fill Example
Example of Direct Fill                                                                                         Remote Fill Example
Example of Remote Fill"Standard fill" or "dry break" refer to how the fuel is delivered to the fuel tank from the dump can (or fuel jug). Dry-breaks are handy when refueling needs to be completed quickly in a competitive environment. No caps need to be unscrewed, and fuel is forced into the tank with gravitational pressure. In the past, standard fill options were convenient due to compatibility with common fuel jugs and gas station nozzles. However, the Radium dry-break filler's female dry-break receptacle can be unscrewed. This allows filling with a standard gas station nozzle or non dry-break spout. This is a unique feature to Radium dry-breaks.

Radium Engineering standard remote mount filler using a fuel jug (shown below).

Radium Engineering standard remote mount filler (p/n 20-0505-V) can be used with a standard gas station pump nozzle (shown below).

Radium's dry-break fuel fill connectors, shown below, are an excellent choice when refueling needs to be completed quickly. These require special dump cans and fuel cell vents which can evacuate air quickly during the filling process.

Fuel Fill Product Lineup

Radium has assembled 4 "Complete Fuel Cell Refueling Kits" as detailed below. These comprehensive kits include all parts needed to make a complete filling and venting system that works as designed. The quick fill systems will fill at a rate of approximately 20 gallons per minute using the supplied high-flow venting accessories.

The product page for these complete fuel cell filling kits can be FOUND HERE.
The complete kits include everything needed, including a dump can and vent line, to handle the refueling and venting of a fuel cell equipped with a Radium FCST. 

Other Options
If a complete kit is not an ideal solution, then a custom filling system can be constructed using the products shown below.

A fuel neck bolts directly to the top of the Radium FCST via the 6-bolt hole pattern. Several different fill necks are available for direct and remote fill applications.
All direct mount fill necks can be FOUND HERE.
All remote fill necks can be FOUND HERE.

For remote fill applications, Radium offers the two remote (body) mounted fill points shown below, one for quick-fill dry breaks and one for standard filling. Each are designed to be used with a 1.5" ID fill hose. These products can be FOUND HERE.
The two options below share the same outer "shell", meaning that the dry-break recepticle in 20-0504-V can be unscrewed and replaced with the flush-mount cap from 20-0505-V, or vise-versa. This modular design is unique to Radium products and provides flexibility in what fill method can be used.

These remote fill points feature a very small pressure equalization hole for venting the fuel cell when the main vent may be closed, such as after quick filling. These small holes have a ball that will plug them in the event of a roll-over.

Proper venting is an important part of fuel cell refueling. Fuel can only get in as fast as air can get out. Large high-flow vents are needed for quick filling. A Dynamic Safety Vent (DSV) valve not only offers venting of the fuel cell, it closes the vent in case of rollover, preventing fuel loss. The Radium internal high-flow DSV (P/N: 20-0535) features a floating ball that closes the vent when fuel level reaches a certain calculated point, stopping fuel flow into the cell. This prevents over-pressurizing of the cell during gravity-powered quick filling.
An external vent such as 20-0462 will not automatically shut off fuel flow at a calculated point and is more suited for systems needing a high-flow vent, but without the aut-shut-off control.

NOTE: Radium increased the vent port size on the FCST December 2018 to make it compatible with quick filling. For older 20-014X-XX FCST units that want to use quick filling, an additional vent needs to be added. See part number 20-0439 below. The vent kits are a convenient solution for plumbing a vent line from the fuel cell vent port to outside the vehicle.
Dynamic Safety Vent valves can be FOUND HERE.
Vent Kits can be FOUND HERE.

The accessories below can be useful when putting together a custom system, or when replacement parts are needed. They can be found on various product pagesHERE.

Please contact info@radiumauto.com for assistance with selecting products.

Radium Updates the FCST for 2019
The Radium Engineering Fuel Cell Surge Tank (FCST) was a revolutionary product when it was first released in the Fall of 2014. Since then, the FCST has found it's way into many successful competition vehicles. The ability for it to eliminate fuel starvation during aggressive driving has made the FCST ideal for any motorsports application. It has become the go-to standard for professional drift teams and has proven itself time and again in many race and street applications worldwide. The Radium FCST continues to be the ONLY true multi-pump dual-chamber surge tank solution that installs INSIDE a competition fuel cell. 
The four year anniversary was a chance to update the design and make some small changes that will improve the functionality and reliability of the FCST. 


The FCST has previously used two circular electrical connectors, as shown below. One for the lift pump and one for the primary pumps.

The new version has eliminated the circular connectors and associated flying-lead harnesses and replaced them with individual stainless steel electrical stud connections, as shown below.

The design of these electrical studs has proven reliable through in-house testing and over the past few years on Radium's line of in-tank fuel pump hangers. The studs offer easy and inexpensive serviceability, easy troubleshooting and the ability to handle very high current loads. They create a hermetic seal with the top plate that is impervious to all fuel types. Another added benefit is the low-profile nature of the studs and the connecting wires, which allows direct and uncluttered wire routing. Crimp-on ring terminals and shrink tubing are included with the FCST.


The previous version of the FCST used individual 6AN male fitting for the pump outlets that feed the engine, as shown in the picture below. If less than three pumps were selected by the customer, a plug was used on the remaining port(s).

This setup required the use of hoses and T or Y fittings to combine the outputs together into a single line, creating plumbing complexity.
The new version utilizes a single output for all pumps. The top plate outlet port is female threaded for 10AN ORB and a 10AN ORB to 8AN male adapter is included by default (shown) for all configurations. Other compatible 10AN ORB adapters can be found HERE and purchased separately.

The merging of the pumps is done internally. Block-off plugs are included for configurations that require less than three primary pumps. All of the fuel pumps that Radium offers with the FCST have built-in check valves to prevent back-flow. This allows the pumps to turned on/off at different times based on engine fuel demand.


The vent fitting on the FCST plate plays a crucial roll of allowing air out when fuel is entering the fuel cell during filling, it also keeps the cell at atmospheric pressure.  Previously, the vent port was a 8AN ORB female port. The new version has been changed to a 12AN ORB female port, shown below. 

The new larger vent port allows air to escape faster for quick filling applications. This larger vent port also meant a new roll-over protection valve needed to be designed. A roll-over protection valve installs into the vent port and prevents fuel loss should the vehicle ever become inverted. It was decided that the new valve should not only offer roll-over protection, it should also prevent fuel loss in the event the fuel cell is over-filled. 

The Dynamic Safety Valve (DSV) was created (shown above) and performs two functions. First, it shuts off flow if inverted. And second, it contains a floating ball that seals the vent should the fuel level rise high enough, preventing fuel loss through the vent port. Another advantage to the new DSV compared to the previous roll-over protection valve is that it can be removed easily without the need to separate the top plate from the fuel cell bladder. The DSV is included by default with every FCST and retains the same 8AN male for vent hose attachment. This valve is to be used with standard filling only (not quick fill dry-break systems). 
Radium will introduce a high-flow DSV variation that will be suitable for quick-fill systems at a later date.


The machining of the underside of the FCST top plate was modified to better manage the flow of fuel into and around the surge tank. The return fuel now passes through a diverter that directs it tangentially into the surge tank canister, reducing fuel agitation and creating a true "swirl pot". Fuel from the lift pump also enters the surge tank tangentially for the same reasons.

  • The new FCST plate is still the same 6" x 10" 24-bolt size and will work in all previous applications
  • The same fuel pumps as before are still offered
  • The fill neck and level sender interfaces remain unchanged
  • Still E85 compatible
  • The FCST can still be ordered by itself or packaged with a competition fuel cell
  • Pricing remains unchanged

Additional Information
Click HERE to learn more about the fuel cells Radium offers
Click HERE to watch an independent fuel cell installation video
Click HERE for a fuel cell ordering guide
New Product Release: Subaru AOS and Oil Catch Cans
It is well known that Subaru engines are prone to excessive blow-by, creating a collection of oil and other contaminants in the intake system and intercooler. Do you ever see blue smoke in the rear view mirror? This is typically the contaminants getting burned through the combustion process. 

Shown above is a Subaru valve cover vent crossover pipe that is almost completely clogged with oil residue and carbon build-up.

Radium Engineering Solutions

1. Dual Catch Can Kit
For street driven or lightly modified vehicles, a simple oil catch can system will often do the trick. Radium Engineering has utilized its compact catch cans to created an integrated package for installation into various 2002-2014 Subaru engine bays. The catch cans are designed to collect and retain the oil and other contaminants, preventing them from being cycled back through the engine's air intake and intercooler system.
                                              CLICK HERE to learn more about the Radium Engineering catch cans.

The Subaru Dual Catch Can kit mounts on the RH stut tower and includes two catch cans. The forward catch can is plumbed in-line with the valve cover crankcase vents. This catch can filters and cleans the gasses before they are drawn into the intake pipe. It is responsible for keeping blow-by oil and other pollutants out of the turbo inlet pipe, turbocharger, and intercooler during high engine loads. The rear catch can intercepts the vacuum hose between the intake manifold and PCV valve. This catch can keeps oil and sludge out of the intake manifold. It functions when the engine is in vacuum and the PCV valve is open. The PCV system dynamically changes depending on the throttle body position. See below:

As shown above, when the throttle is closed, the one-way PCV "check" valve opens.

When the throttle is open, the PCV valve closes and all the crank venting is happening through the valve cover vents. The air being sucked in by the turbocharger helps create negative pressure in the intake pipe, which then results in a mild vacuum to the crankcase vent catch can, to help draw out the gasses. In all engine load scenarios, the PCV system promotes negative pressure in the crankcase that can extend engine life.

With the kit mounted in the area of the turbocharger, protection from heat is accomplished with a modular heat shield (shown above). This is necessary to keep the temperature of the catch cans down and help promote condensation of water vapor inside the catch cans where it is collected along with oil and unburnt fuel. The catch cans should be periodically checked using the dipsticks and drained as needed. To dispose the fluid, simply remove the 4 heat shield mounting bolts with a 3mm Allen wrench. The lower half of the catch can bodies unscrew for easy servicing. Always properly dispose of the contaminants. Do not pour catch can contents back into the engine oil.

Click here for the Subaru Dual Catch Can Kit product page

2. Air Oil Separator (AOS) Kit
With a higher engine power output comes an increase in oil circulating through the crankcase ventilation system. Horizontally opposed engines, in particular, expel an excessive amount of oil through the ventilation system. In extreme cases, this may overwhelm the capacity of the standard sized catch cans during long track sessions. Instead of using a large reservoir to retain all the collected contaminants, the oil can be returned to the pan. However, this process must take into account several considerations in order to function properly. 

Shown above is the Radium Engineering Air Oil Separator (AOS). The AOS is built on the foundation of the Radium Competition Catch Can, but with a new specifically designed bottom plate. Full CNC construction, sealed with O-rings and anodized. The AOS still features all of the same oil baffling media found in the competition catch cans. However, instead of collecting oil, the AOS drains back to the engine through the large baffled -10AN ORB bottom port, shown above.

The bottom plate not only features a large oil return port, it also functions as a heater to prevent water from condensing inside the can. The heater is fed by coolant circulating to/from the engine. The cooling fins, shown above, increase the effective surface area of the heating element. Also, if any water were to make it's way into the canister, it would be trapped underneath the lower density oil in the bottom trench. The center port baffle provides a layer of protection to keep debris from enterning the crankcase. 

For AOS crankcase plumbing, the valve cover vents are routed into the top inlet where the stainless steel condensing material separates the oil from the gasses. The PCV valve is removed and the system is no longer hooked up to the intake manifold (vacuum). The crankcase port in the center of the block (green arrows) is now routed directly to the AOS bottom port with a large diameter -12AN (3/4" ID) hose. The filtered liquid oil is collected at the bottom of the AOS and is drawn into the oil pan through the 3/4" hose. Meanwhile, the clean crankcase air can either be vented to atmosphere (VTA) or recirculated to the turbo air inlet pipe (see instructions for details) out of the side port of the AOS.

The AOS completely disassembles for easy servicing when needed, as shown above. 

Because of limited vertical clearance, special low-profile banjo style fittings were developed for the Subaru AOS kit. These fittings are super compact, yet high flowing. They are machined from aluminum and anodized.

Radium installation kits include all necessary parts for an easy bolt-in process.

Shown above is the AOS system fully assembled with a Subaru specific mounting bracket and fittings.

When installed, the valve cover vent lines "Y" together and are plumbed into the top port of the AOS can. The side port is used as the vent to atmosphere (VTA), or it can be routed to the turbo inlet pipe for a closed system. The bottom port of the AOS can is plumbed with a 3/4" hose to the crankcase vent port on top of the block. This line acts as a way for crankcase gasses to enter the AOS, but also functions as the path for oil to return back to the oil pan.
Click here for the Subaru AOS Kit product page

Both Dual Catch Can and AOS kits are available for the Subaru WRX, WRX STi and Forester XT in the 2002-2014 model year range.

Contact info@radiumauto.com with any questions.

An Unexpected RX-7 Sleeper

We do not feature cars on our blog often, but when we come across something unique, we find it hard to resist. The car featured is owned by a long time friend of ours and has been a project in the works for a few years. It was put together slowly, with care, and everything was done "the hard way" in an effort to make it the very best that it can be. Assembly, fabrication, wiring, etc. was done in a cramped garage in Portland, Oregon. No high dollar tools or 2 post lifts were used. We are talking jack stands with poor lighting.  All custom parts were hand formed using small tools and whatever Harbor Freight had that could do the job. It is amazing that something so clean, unique, dialed, and fun could emerge from that garage.

The car is a 1985 Mazda RX-7. A very clean example that was bought locally and used as the host for a wild engine transplant. It sits on Enkei Bortex F17x7/R17x8 wheels with Toyo Proxes 4 tires.

The exterior is dent free and all the plastic trim is in perfect condition. Notice the custom decal that was made...

The front and rear brakes are directly off a Mistubish Evo 8. Not just the calipers, the complete brake system including the vacuum booster, brake master cylinder, and rotors. The calipers attach using custom fabricated brackets.  Each Brembo caliper was completely disassmbled, sand blasted, then powder coated silver and rebuilt by the owner. All new stainless steel hard lines were bent up by hand.

The super clean interior of the car keeps the totally 80's RX-7 vibe. Much effort went into making sure all factory gauges worked correctly with the new engine and stand-alone EMS. More on that part later. The seats are from a Lotus Elise and are mounted on custom fabricated brackets.

The driver's door panel features a unique touch. The owner hand stitched a new panel and while he was at it, he inset an aluminum "Franken Speed" plaque to play on the Frankenstein engine swap idea.

The underside is just as spotless and just as sorted as everything else. Poly bushings, aftermarket swaybars, Koni shocks, Ground Control coilovers, etc are all put to use keeping the chassis in check. All components were cleaned, powder coated and reassembled with fresh nuts and bolts. The rear differential is a limited slip unit from a GSL-SE, rebuilt by the owner. The 3" stainless steel mandrel bent exhaust was hand fabricated by the owner and exits through a discrete black Vibrant muffler.

A Nissan 240sx rack and pinion with power steering was retrofitted into the front of the car and is fully functional.

Now for the really fun part. When the forward hinged hood is openend, there is something that catches everyone off guard.  What is it?  Is that a....Nissan engine....? Why yes it is. A fully built turbocharged Nissan KA24DE. The short block was machined .040" over and put together using Wiseco pistons and Eagle rods and ARP fasteners. The head underwent hours and hours of hand porting (by the owner in his cramped garage) and received Brian Crower valve springs and oversized valves. The cams and titanium retainers are also from BC. The head was put back on to the block using large 11mm ARP studs.

Supplying boost is a Garrett GTX3071R turbocharger that sits on a custom fabricated stainless steel Schedule 40 tubular manifold (made by the owner) and uses a water cooled Tial 44mm external wastegate fully plumbed into the cooling system using stainless steel hard lines.

The owner sanded down the TWIN CAM 16 VALVE  lettering on the stock valve cover then welded on a laser cut plaque and sanded that smooth. The valve cover was then airbrushed and clear coated. Custom hand-bent stainless steel fuel lines feed the modified AEM fuel rail and ID 1000 injectors. Notice the hand made gussets on the intake runners, those aren't stock.

The aluminum intercooler piping was also all hand fabricated and feeds the Xcessive Manufacturing intake manifold and Nissan/Infiniti Q45 throttle body. Maybe this is a good time to mention the car has working cruise control. The intercooler is a modified unit from a Evo 8 and sits stealthly behind the bumper and under the car. The engine also features an Xcessive Manufacturing cast aluminum large sump oil pan, which incorporates their windage tray and crank scraper.

The owner hand-made the strut tower brace from scratch as well. Under the engine is a matching chassis brace.

Built into the strut brace is a a hydraulic engine torque damper, you would not even see it if you weren't looking. The car uses an OEM RX-7 radiator and an electric fan. The car was converted from distributor ignition to individual coils using GM LS2 coils, mounted out of site in the cowl by the windscreen wiper linkage.

A set of Radium Engineering oil catch cans were used to tackle the blow by gasses present in any turbo engine.

A Radium fuel surge tank and first generation fuel pressure regulator were also used. Notice the custom hand bent stainless steel hard line feeding the engine bay mounted surge tank. Those stainless hardlines run the length of the car.

The Infiniti Q45 remote-mount throttle body cable pulley system was adapted and incorporates electronic cruise control.

The engine is controlled with an AEM Series 2 EMS, tuned by John Reed Racing. The car makes 400whp at 16psi of boost on pump gas (92 octane). The plan is to eventually run race gas in an attempt to hit the 500whp mark.

The owner has driven the car to Southern California and back and drives locally on a regular basis. The brakes work very well and are quiet and smooth with a firm pedal. Power comes on smoothly and linear all the way to redline. It idles perfect, starts up instantly, and overall is a pleasure to drive on the street. Doing everything the hard way seems to have paid off on this build.

See more pictures at our Flickr Gallery HERE.

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