New Products for the 2015+ Subaru WRX
Radium Engineering has just released a range of products for the 2015+ Subaru WRX with the FA20 engine. These products are designed to improve the driveability and performance of the WRX without sacrificing reliability. 
The WRX version of the FA20 engine is equipped with tumble generator valves to assist with emissions during cold engine temperatures. These devices also impede air flow in the intake manifold runners. By eliminating the obstruction, a clear airflow path is established. The Radium Engineering TGV deletes are machined from 6061 aluminum and anodized green or black. Installation is quick and easy (compared to EJ-series engines) and can be performed in about 30 minutes.


The tumble generator valves are an emissions control device, and as such should be removed only for vehicle operating off-highway. It is also recommended that a complimentary engine management tune be implemented to take full advantage of the TGV deletes. No permanent modifications to the vehicle are necessary to install the TGV delete kit.

Even with low mileage modern cars, oil accumulation in the air intake stream can happen. The Subaru FA20 engine places the turbocharger down low, in front of the engine. This leads to oil from the PCV system collecting in the turbo air inlet pipe, down near the turbocharger. This oil is result of blow by coming through the crankcase ventilation system. This oil will eventually be digested by the turbocharger and deposited through the charge piping and can even result in blue smoke from the tailpipe. 

The Radium Engineering Dual Catch Can Kit intercepts the PCV gasses and traps the oil and other pollutants before they can make it back into the intake stream. The kit tucks in perfectly on the RH side of the engine bay next to the ABS module, mounts to existing engine bay fasteners and requiring no relocating of engine bay components. The front catch can intercepts the crank case vent hose that connects to the turbo inlet pipe, keeping oil out of the turbo inlet. The rear catch can intercepts the PCV hose coming off the block and going to the intake manifold, keeping oil out of the intake manifold. The catch cans are designed to withstand boost pressure and are sealed, so direct connection to the intake manifold, even with forced induction, is OK.
This kit is perfect for a street driven car experiencing mild amounts of blow-by.

For more race-centered applications, or cars with built high-powered engines, more oil blow by is usually experienced, often overwhelming the volume of the standard Radium catch cans.  For these applications Radium Engineering applied it's Air/Oil separator to the FA20 engine.

The Air/Oil Separator functions in a similar manner to the catch cans, however, the big difference is that oil is returned back to the engine, rather than stored in the catch can. But catch cans do not only catch oil, they also catch water condensation and it is not ideal to have this water mix with the oil, then return it to the engine. To remedy this, the Radium AOS is heated with engine coolant. This keeps the water vapor from condensing and mixing with the oil.

Engine coolant is plumbed through the bottom plate of the AOS.

Another important aspect of the AOS is that it does away with the function of the PCV valve. Instead, the engine is allowed to breathe freely from both the crank case vent port (at the front of the engine) and the PCV valve port (under intake manifold). The PCV valve is removed from the engine block and replaced with Radium's custom made PCV delete fitting, shown below.

This fitting screws into the block and adapts to a -10AN male. It is straight through, with no check valve or any other device built in. This allows maximum ventilation to the AOS through this port. This is also the path for collected oil to drain back to the engine block.
With both engine ports breathing freely into the AOS, the AOS needs to be vented to atmospheric pressure. This is done by routing the AOS side port back to the turbo inlet pipe. This creates a closed-loop system.
The AOS was designed to mount in the engine bay near the brake master cylinder (for LHD vehicles only) using the Radium Master Cylinder Brace for the 2015+ WRX as the mounting point.

The master cylinder brace is a simple and effective way to reduce firewall flex resulting from brake pedal pressure.It is machined from 6061 aluminum and mounts to the strut tower using pre-existing threaded holes. Clearly visible in the photo below are the three threaded holes in the brace where the AOS bracket attaches.  The brace is sold as an individual item, or as part of the AOS kit.

While installing an AOS kit can be done with the stock fuel feed hose, Radium offers an aftermarket fuel feed hose replacement that cleans up the fuel routing and offers better clearance with the AOS. The hose has a PTFE core that is compatible with all fuel types and also features machine-crimped end fittings.

For all of the products shown here, and a few more, please click HERE.
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New Product Release: Radium Fuel Pulse Dampers

For several years we have been touting the benefits of a fuel pulse damper (FPD) in fuel injected systems. Formerly only seen on OEM fuel systems, Radium Engineering was the first to introduce the FPD to the high performance aftermarket. However, most OEM-level FPDs are not ideal for use in high performance, high pressure fuel systems.

An FPD is used in fuel injection systems to attenuate pressure pulsations generated by the fuel pump and by the injectors opening and closing. These hydraulic pulses can cause an undesirable noise, which can be transmitted to the passenger compartment (SAE J1862 10/15/2012). These pulsations are often undetectable with a liquid-filled analog mechanical fuel pressure gauge because they happen so quickly. The fuel pulse damper works by allowing the volume of the fuel system to change slightly to absorb the pulses. This is done with a spring loaded flexible diaphragm.

Not only do the pulsations have an undesirable effect on cabin NVH (noise vibration and harshness), they can also contribute to mysterious lean spots in fuel delivery. These are often the result of the hydraulic pulses acting in harmonic resonance with the injectors opening and closing. In some vehicles, these lean spots can result in stumbling during acceleration.

 
Toyota 2ZZ-GE Fuel Rail with OEM fuel pulse damper

Most OEMs will utilize some method to attenuate the pressure pulsations.  Manufacturers never prefer to add cost to a vehicle. In some cases, instead of a fuel pulse damper, you may find some other methods employed to attenuate the noise. These measures can include rectangular cross-section fuel rails with a carefully tuned width and height, strategic location of the fuel pressure regulator, fuel lines mounted to the body using vibration isolating mounts, etc. For some OEMs, the noise is not an issue and there are no negative effects on fuel delivery, so no measure is taken to address fuel pulsations.

When a vehicle is modified with high flow injectors and uses high fuel pressures, fuel pulsations can become an issue. Most tuners are not concerned with the noise, but rather with the performance and seek constant, reliable fuel delivery throughout the RPM range in order to dial in the EFI tuning. 

We have always realized the importance of the pulse dampers and have designed all of our fuel rails to accept them, whether it is the OEM damper that came on the engine (see picture below), or our standard OEM-style damper that uses universal threads.  While these standard FPDs have worked for many applications, it comes up short in others.


Radium Engineering FR-S/BRZ fuel rail with OEM fuel pulse damper mounting port

Most boosted engines use a pressure referenced regulator where fuel pressure rises 1:1 as boost pressure rises. If the damper is tuned from the factory for a specific single fuel pressure, then it becomes ineffective as fuel pressure rises outside of the normal range. To address this issue, we have designed the first aftermarket vacuum referenced fuel pulse damper. Radium Engineering Fuel Pulse Dampers are CNC machined from aluminum, anodized, and laser engraved. They are resistant to all fuel types including alcohol blends such as E85.

This new FPD design maintains full damping function throughout the range of pressures seen in the fuel system of a boosted engine with a 1:1 vacuum referenced regulator.
CLICK HERE FOR THE DIRECT MOUNT FPD PRODUCT PAGE. 

It is true that placing the fuel pressure regulator close to the rail can help control pulsation issues in some instances. However, we often recommend dead-end fuel systems for their simplicity and reduced heat delivery to the fuel tank. When building a dead-end system with the regulator in the back of the vehicle near the fuel pump(s), the regulator is a great distance from the fuel rail. This is a situation where the tuner can benefit from a pulse damper mounted on, or near, the fuel rail. Even with the pressure regulator very close, or directly mounted to the fuel rail, damping can be improved and certain situations will demand an FPD to be used.

We are introducing a pair of new universal direct-mount fuel pulse dampers, the FPD-R and FPD-XR. Each unit comes with different thread options: 3/8NPT or 8AN ORB. These can be mounted to a fuel rail port that has the proper mating female threads. Check your fuel rail for compatibility.



For situations that do not allow mounting of the damper directly to the fuel rail, Radium has also released a version of the dampers for mounting in-line with the fuel delivery line near the fuel rail. The body of the damper features 8AN ORB female ports (3/4-16 O-ring) which accept a wide variety of common adapter fittings. 


FPD-R In-Line version
CLICK HERE FOR THE IN-LINE FPD PRODUCT PAGE

 
FPD-XR In-Line version. Available with different -AN adapter fittings. 

Which one do I need, FPD-R or FPD-XR?
The smaller FPD-R is a compact version designed to fit into tight spaces. The only compromise being that it is calibrated for use with 40 to 45 psi base (static) fuel pressure only. If your base fuel pressure is higher than 45 psi, then the larger FPD-XR should be used, which permits base pressures between 43 and 78 psi. More details HERE on the product page.
**Download the installation instructions on the product pages to learn more about measuring base fuel pressure.**

 
It is imperative that the correct damper is chosen. Email info@radiumauto.com if assistance is needed.

Important note for boosted applications: In order for the FPD to work properly, it must be pressure referenced to the intake manifold, preferably from the same vacuum line that the fuel pressure regulator uses. If the fuel pressure regulator on the engine is NOT vacuum referenced, then do not hook up the vacuum referencing on the FPD. 


Fuel Pulse Dampers are available now through radiumauto.com and any Radium Engineering Authorized Dealer.
 

 

 

 

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New Product Release: Subaru Fuel Rails

Click HERE to see all of the new Subaru products.

Following a successful launch into the AWD market with the Mitsubishi Evolution VIII / IX / X product line, it was only natural to progress to the EVO's arch nemesis, the Subaru Impreza WRX STi. We have been producing Subaru BRZ boxer fuel rails (shown below) for some time with great feedback, so we had a solid base to build on.

Radium Engineering has just released a family of fuel rails and related accessories for the popular Subaru boxer engines. Two fuel rail kits cover models from 2002 to 2015.


The first kit is targeted at the Subaru engines that are equipped with side-feed injectors from the factory. It is well known that tuners prefer top-feed injectors for the cost and vast selection. The Radium Engineering conversion fuel rail kit (shown above) utilizes specially machined injector seats that insert into the fuel injector bores on the TGV housings. These allow the use of top feed injectors in a clean and leak-free package. More information on these injector seats is shown below. Different height injectors can be accomodated simply by swapping out the insulating mounting boss spacers that are included with the kit. Injector compatibility is explained more below and also on the product page HERE.


The other fuel rail kit is a perfect bolt-in option for Subaru engines that originally came equipped with top feed injectors. It can also accomodate different height injectors by swapping out the insulating mounting boss spacers included in the kit. More information on this fuel rail kit can be found HERE.

Both kits utilize fuel rails that are machined from 6061 aluminum and followed up with bright dipped black anodizing and laser engraving. Each fuel rail is equipped with three 3/8" NPT ports (one on each end and one on the bottom).  This allows the rails to be plumbed in a wide variety of configurations. More information on plumbing the fuel rails can be found on the product pages in the "More Details" tab.

 

Why Radium Engineering Fuel Rails?

These fuel rail kits cover a large range of Subaru vehicles that go all the way back 13 years. There are dozens of aftermarket fuel rail kits currently available. So you ask, "Why spend time developing products in a saturated market?" Well quite honestly we found a few areas that can be improved.

More than any other engine, the Subaru's horizontally opposed 4 cylinder is extremely vulnerable to poor fuel delivery. The most common symptom is the lean spike stumble seen on many applications. Like all Radium Engineering fuel rail kits, we are the only to offer an optional integrated fuel pulse damper. Many manufacturers skip on this vital piece with the assumption that large bore rails are not suseptable to the issue. However, gas is not compressible. The opening and closing of the injectors creates pressure pulses in the fuel rail which can lead to unstable fuel pressure. In order to achieve a safe and consistent rail pressure, a pulse damper should be used (especially with high flow injectors). The internal diaphragm absorbs oscillating pulses and helps stabilize fuel pressure. This correction can be measured throughout the RPM range and can often help an erratic surging idle. The fuel pulse damper (shown below in center port) can be used in any of the three 3/8" NPT ports on the Subaru fuel rails.

The restrictive 0.19" (4.8mm) ID OEM cross-over fuel piping can also contribute to fuel pressure issues. With excess fuel demands from larger turbochargers, this problem only gets worse. The Radium kit comes with four -6AN fittings for large 3/8" (9.5mm) hose and can be configured in parallel (depicted below) which many Subaru tuners are convinced is essential for the Subaru fuel system. Many other plumbing methods can be used as well (series, parallel, dead end, etc).

Taking every last measure to reduce heat input into the fuel system, machined phenolic mounting spacers and washers are included to completely isolate the fuel rail from heat transferred from the TGV housings and mounting bolts.

Two sets of these press-fit phenolic spacers (8 total) and matching hardware are included in this kit to suit different height fuel injectors. The kit is designed for specific injector heights for proper fitment. Upper and lower O-ring spacing requirements are depicted below for the Top Feed Upgrade Kit.

and here for the Top Feed Conversion Kit

The 20-0168 Top Feed Conversion Kit also comes with 14mm injector bore billet injector seats. These actually snap into place and seal with Viton O-rings. They are anodized and laser etched for a long lasting surface finish. They can be purchased separately HERE .

For the owner of the less common Version 8/9 JDM STi intake manifold that does not use TGV housings, we have a 20-0172 Billet Adapter Kit that allows for the use of our top feed fuel rail upgrade kit.

As previously mentioned, all 3 ports of each fuel rail are tapped with 3/8" NPT. This allows for the use of our billet FPR adapter if an OEM fuel pressure regulator is used.

Click to see all of the new RADIUM products for the Subaru Impreza WRX, Impreza STi, Legacy GT, and Forester XT.

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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.

Details
New Product Release: Nissan Fuel Systems

CLICK HERE to see all of the new Nissan-specific products from Radium

Radium Engineering has just released a collection of fuel rails for the popular 1990's Nissan 4-cylinders. The KA24DE, S13 SR20DET and S14/S15 SR20DET have been popular for many years. All of these engines come from the Nissan factory with side-feed injectors. High-flow side feed injectors are expensive and not many aftermarket side-feed fuel rails support the increase in fuel flow. A popular alternative is to convert to the more common, less expensive, top feed fuel injectors. We decided to start with a clean sheet of paper and solve the issues that can be found with top feed conversions and add some bonus features as well. See below for the details on our new fuel rail designs.

KA24DE
The KA24DE fuel rail has a large 0.69" (17.5mm) bore and converts the system to a top-feed style fuel injection. This fuel rail was designed to work seamlessly with injectors from Injector Dynamics, although other brands with the same injector height will work. The CNC machined fuel rail securely fastens to the factory intake manifold mounting bosses with two anodized aluminum spacers and stainless steel bolts (included). There are four customizable ports on the fuel rail for flexibility in plumbing of the fuel system. The front port is a 3/4-16 (-8AN) O-ring thread. Radium offers a variety of different screw-in adapters for this port (-6AN, -8AN, -10AN).  The rear port is 3/8NPT that can accommodate an adapter fitting for -6AN hose or a fuel pulse damper.  Also available for the rear port is a special adapter (sold separately) that allows installation of the OEM Nissan fuel pressure regulator (shown below).

Radium Engineering KA24DE Fuel Rail installed on intake manifold.

The center bottom port (shown above) is threaded for 3/8NPT and is ideal for a fuel pulse damper, an adapter to connect a -6AN hose or a simple plug.

The center top port on the fuel rail is 1/8NPT and works for a fuel pressure gauge or pressure transducer. An anodized black aluminum plug is also available.


All Radium designed Nissan fuel rails feature laser etching and CNC machined engraving.


When converting from side to top feed fuel injectors, a new lower injector seat is necessary. Radium designed each anodized aluminum injector seat to use a Viton O-ring which provides a positive seal with the intake manifold. The seats are compatible for injectors with 14mm lower O-rings.


The KA24DE fuel rail kit comes with everything pictured above for a trouble-free bolt on installation. Optional fittings for the ports can be configured on the product page.

CLICK HERE FOR THE KA24DE FUEL RAIL PRODUCT PAGE

 

S13 SR20DET
The ever-popular SR20DET is another highly modified engine in need of a high quality, well-engineered top feed conversion kit. The Radium SR20DET S13 fuel rail has a 0.69" (17.5mm) bore that is CNC machined from billet aluminum. The arrangement of the ports is similar to the KA24DE fuel rail. Several fitting options are availabe for each port. It is also designed for the same height fuel injectors as the KA24DE fuel rail.


The S13 SR20DET fuel rail mounts to the factory bosses using 3 unique stainless steel brackets for a quick bolt-on installation. This fuel rail also fits the popular GReddy intake manifold without modification.


The 3/8NPT center port on the S13 SR20DET fuel rail can accomodate a fuel pulse damper (shown), a -6AN adapter fitting, or a simple plug.


The S13 SR20DET fuel rail kit comes with everything shown above. Optional fittings for the ports can be configured on the product page.

CLICK HERE FOR THE S13 SR20DET FUEL RAIL PRODUCT PAGE

 

S14/S15 SR20DET
We could not ignore the most modern SR engines. The S14 and S15 generations are known for their variable valve timing, ball bearing turbos, and top mounted throttle body. A throttle body in this position places the inverted intake plenum on top, above the fuel injectors, making the top-feed conversion more difficult.


Initial assessments revealed that the OEM steel idle air bypass line tubing was causing fuel rail clearance issues. To solve this, a billet IACV spacer with a threaded port was designed. This alows the use of a rubber hose to bypass air for the idle motor while eliminating interference with the fuel rail. It was also discovered that Nissan has discontinued the S14/S14 IACV gaskets which lead to a Radium produced version which can be found HERE (one is included in the fuel rail kit).


Even with the limited overhead space created by the S14/S15 intake plenum, a high quality, 0.69" (17.5mm) high flow top-feed fuel rail fits. This fuel rail has a similar port arrangement as the other two Nissan rails. However, there is no 1/8NPT port on the fuel rail. If a 1/8NPT port is required for a pressure gauge or transducer, CHECK THIS OUT.


The fuel rail has a single 3/8NPT center port that can be used for a fuel pulse damper (shown), -6AN male fitting, or plug. Notice the small amount of clearance available above the fuel rail.


Shorter fuel injectors (such as those produced by Injector Dynamics, RC Engineering, etc.) must be used. Details are shown here.


Special injector seats (25mm diameter) are used on the S14/S15 intake manifolds and seal with Viton O-ings. The Radium fuel rail mounts to OEM bosses using anodized aluminum spacers for a quick bolt-on installation.


The S14/S15 fuel rail kit comes with everything shown above. Optional fittings for the ports can be configured on the product page.

CLICK HERE FOR THE S14/S15 FUEL RAIL PRODUCT PAGE


All of Radium Engineering products are made right here in USA and come with a 1 year warranty. We are offering several pieces of these fuel rail kits individually for people looking for these special parts for a custom installation.  To see all the Nissan-specific Radium products CLICK HERE.

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