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: 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.

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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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New Product Release: Fuel Cell Surge Tank

We have released a new ground-breaking Fuel Surge Tank designed specifically for use in EFI vehicles with competition fuel cells. The Fuel Cell Surge Tank (FCST) is the first drop-in anti-fuel starvation system.

Our multitude of externally mounted fuel surge tank variations have become increasingly popular in motorsports. However, installers can sometimes struggle to package them in the vehicle due to extra wires, hoses, and the lack of space (as shown below). After receiving feedback from builders and race teams, we decided to explore a surge tank that resides inside the fuel cell.


Working in our favor was the 24-bolt 6"x10" oval flange found on most popular fuel cells. The flange bolt pattern is an industry standard based on aircraft fuel bladders. Making a surge tank that could interface with this flange style would allow it to work in many different industries. Research revealed several fuel collectors that are available to help with scavenging fuel but no true internal dual-chamber fuel surge tank systems existed in the market. Testimonials from race teams also revealed many weaknesses in current fuel pickup aid devices.


The Radium FCST uses a lift pump (shown above) to transfer fuel from the main fuel cell chamber into the integrated 2.2L surge tank. Once filled, passages in the underside of the FCST fill plate allow excess fuel to overflow back into the main fuel cell chamber. The lift pump is adjustable in height to accommodate fuel cells between 8" deep and 11" deep. For deeper fuel cells, see section below.


Inside the surge tank, up to three internal 39mm-style fuel pumps can be used. This is identical to how the tried and true Radium Multi-Pump FST works (shown above). These surge tank pumps supply the engine with high pressure fuel. Each pump has dedicated wiring through a bulkhead connector as well as a dedicated -6AN output port.


As depicted above, the lift pump also has its own dedicated electrical bulkhead connector. The FCST fill plate is compatible with all popular fuel cell accessories including a vent valve, fill neck, and fuel level sensor (block off plate included). A fuel pressure regulator will route low pressure fuel directly back into the surge tank through the "Return" port keeping it full.

In order to provide the most flexibility, we offer a Fuel Cell Fill Neck (sold separately) that can serve either as a remote-fill connection with the rollover flapper valve (shown above) or as a direct fill point with a screw-on cap used (shown below).

In order to further improve fuel scavenging, we also offer an optional Fuel Collector Box (shown below).


This stainless steel box uses 3 billet aluminum high-flow check valves to trap fuel inside and keep the lift pump supplied with fuel. The box is held in place inside using the anti-slosh foam commonly found in fuel cells.


If the FCST is installed in a fuel cell deeper than 11", several options are available to ensure the lift pump picks up from the lowest part of the fuel cell. The image above shows the optional Fuel Pump Inlet Adapter kit with pickup hose. This kit adds remote pick-up capability for pumps that are normally designed to rest at the bottom of the fuel cell/fuel tank.

The Radium FCST includes a Fuel Cell Mounting Kit that distributes the weight across the entire fuel cell, as depicted above. Once installed, the FCST creates a clean package without losing extra space in the vehicle. The FCST has already been tested in extreme motorsports including professional drifting and rally racing.

The picture above illustrates a cutaway view of a fuel cell with the FCST installed. All parts are compatible with gasoline and alcohol-based fuels. See all Radium Fuel Cell Accessories HERE.

Radium Fuel Cell Surge Tank product page

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New Product: Adjustable Fuel Pressure Regulator

Radium Engineering is proud to announce an all new universal adjustable fuel pressure regulator (AFPR) for high performance vehicles.


The AFPR is CNC machined aluminum which is anodized black and laser engraved. Instead of tapered pipe threads, the unit design includes 5 ports that are O-ring sealed.

So why another regulator?  With all of the universal FPRs on the market, we could not find one that installed seamlessly into multiple pump fuel systems. To solve the problem, installers were left with a choice of using Y-blocks and other awkward T-fittings for proper plumbing. So we decided to create a solution with a new high flow regulator, keeping in mind the needs of our fuel surge tank customers. Lets take a closer look at the AFPR and see why it is the best choice for difficult fuel plumbing situations.



The arrangement of the AFPR ports are different than any other regulator. Every FPR on the market directs the return port downwards out the bottom of the unit. This makes it limited to wall mounting and difficult to nearly impossible to mount the FPR to a floor. Furthermore, the return port requires a 90 degree elbow which are expensive and not always available with a swivel option. We took this port and converted it into a "return chamber" (bottom port shown above) that runs in-line with the high pressure ports. The chamber is threaded at each end for 9/16"-18 (-6AN). This allows the regulator to be easily floor mounted, such as in a trunk near a surge tank, without any 90 degree hose-end fittings. The installer can choose to connect the return line to either end of the return chamber making the AFPR suitable for their installation. Unless there is a need to use two -6AN return hoses, the opposite end is blocked off using the included plug(s).



Here is a cut-away (fittings installed in all ports) showing the return chamber. Bypassed fuel comes down the center of the body into the fuel return chamber then exits through the return port(s).


The high pressure ports on the AFPR are also unique. Most regulators have single ports on opposing sides. This is not always helpful when working with multiple fuel pump lines. The Radium AFPR is configured with 3 high pressure ports; two 9/16"-18 (-6AN) and one 3/4"-16 (-8AN). Shown in the picture above is the -8AN (top port).


On the opposite side, there are two -6AN pressure ports (shown above). This design makes plumbing two fuel pumps easy and eliminates the need for an expensive Y-block fitting. Each pump can feed into one of the -6AN pressure ports. The -8AN port on the opposing side is then used to route fuel to the rail(s). This is an excellent way to construct a robust dead-end fuel system which is ideal to keep fuel temperatures low. The AFPR can also be easily used as a traditional return-style regulator. Please visit the product page to find additional information on plumbing the AFPR.

On most other aftermarket FPRs, there is a 1/8" NPT port on the front of the unit. When not using this for a transducer, gauge, sensor, etc. it has to be plugged with pipe tape or paste. Often times there is no room for these ancillary components as the entire unit as a whole becomes too big and causes interference with nearby objects, such as an intake manifold. Furthermore, in cases such as a returnless system, the pressure reading should be taken at the fuel rail for accuracy. The AFPR does away with an integrated pipe fitting. Instead, if the -8AN port is not used and the AFPR is mounted near the fuel rail, Radium offers a special billet 1/8" NPT adapter fitting (shown in green) to connect gauges, sensors, transducers, etc.

Furthermore, when this port is used, the component sits inline with the hoses making it less prone to object interference.


The AFPR also features a unique interchangeable return port that accepts 3 different ID orifices. This allows 1 regulator to work with a wide range of fuel systems. The AFPR has been tested using ranges from low flow OEM pumps to multiple fuel pumps delivering over 1400LPH of fuel flow. This means the AFPR can be used in virtually any fuel injection application. All that is required is a simple swap of the included orifices (0.10in, 0.18in, 0.25in).

Shown in the graph above is the minimum fuel pressure the regulator can provide as a function of pump flow rate.


For fine-tuning fuel pressure, a stainless steel set screw and jam nut is used. The OEM quality diaphragm changes fuel pressure at a 1:1 ratio when the 5mm barb is connected to a vacuum source.


The included powder coated bracket can be used to mount the AFPR to a floor or other flat surface. For wall mounting, simply secure the AFPR using the 2 through-holes in the regulator body and long M6 stainless steel bolts (the bracket is not required). Also, when wall mounting the AFPR, it can be flipped 180 degrees to suit the direction of which side the -8AN and two -6AN ports are pointed.

Like all Radium Engineering products, the AFPR is made in the USA and carries a lifetime warranty. For more information, please visit the AFPR product page in the Radium online store.

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