New Product Release: FST-R....Two parts in one!

Radium is proud to release the first ever fuel pressure regulated surge tank. The innovative FST-R (Fuel Surge Tank - Regulated) is a fuel surge tank that houses a single internal fuel pump and has a fuel pressure regulator integrated in the top cap. This revolutionary idea eliminates the need for an external regulator along with the extra hoses and fittings associated with it.

This setup offers multiple benefits:
1. Reduced overall system cost
2. Reduced fittings resulting in less potential leak/failure points
3. Reduced hoses resulting in a lighter FST system
4. Reduced fuel temperature from the elimination of fuel returning from the engine bay
4. Quicker, easier, and cleaner installation

The FST-R is machined from 6061 Aluminum and like all Radium Engineering products, it is fully anodized and compatible with all fuel types.

The integrated fuel pressure regulator has all the features of a market-leading regulator. The output pressure is adjustable using the screw on the top cap. It is also capable of 1:1 vacuum reference by securing a vacuum hose to the nipple on the top.

The clean and compact package does not add significant size to the Radium fuel surge tank. The regulated output port is located on the side of the cap.

Shown above with an AEM 50-1200 E85 compatible fuel pump.

Inside the surge tank, many of the popular fuel pumps we currently supply can be used including: AEM, Walbro, Deatschwerks, and Aeromotive. At this time, the FST-R can only hold a single fuel pump. If a dual pump surge tank is needed, please see our other surge tank offerings:

The regulator features interchangeable orifice sizes to match the output of different pumps.

When purchased with a pump, the FST-R will come fully assembled and pressure tested. Radium assembles the FST-R with the properly sized orifice for the pump. Two extra orifices are provided should the user ever decide to change pump.

A fuel pressure gauge/sensor should be installed on the high pressure output line (or fuel rail) to adjust the regulator. The Radium Fuel Pressure Gauge is perfect for this duty.

This FST-R works by converting to a returnless dead-end system. Unlike a "returning" fuel system, fuel sent to the fuel rail(s) is not returned back to the fuel tank. See the diagram below which shows the difference between a returning and a dead-end system.

One of the benefits of a dead-end system is that fuel heated by the engine is not circulated back to the surge tank or main fuel tank. This keeps heat out of the fuel system. Most modern vehciles use a dead-end fuel system for this reason and for improved EVAP emissions.

Is fuel flow restricted or fuel delivery "uneven" in a dead-end system? See the picture below of Dean Kearney's Formula Drift Viper which utilizes a dead-end system. Notice the FPR mounted in the image. This car runs a single -8AN hose up to feed the 1,000+Hp engine.

Radium also has extensive experience with E46 BMW fuel systems for S54 (inline-6) engines making over 1,000whp. BMW is one of many manufacturers that use dead-end fuel systems.  Radium also successfully runs a dead-end system on their turbocharged Lotus Elise. 

Radium's Lotus Elise running a prototype FST-R and dead-end fuel system. The OEM Lotus (and Toyota) fuel system is returnless as well.

Please feel free to contact Radium Engineering with any questions about your fuel system needs:

The RADIUM FST-R is in stock and ready to ship, see details here:

New Product Release: Multi-Pump Fuel Surge Tank

Radium Engineering is proud to anounce the release of our newest product, the multi-pump fuel surge tank (MPFST). It is a ground-up new design that can accomodate up to three high performance fuel pumps.

All parts are CNC machined from 6061-T6 aluminum then anodized black for protection from corrosive fuels such as E85.

All  components have been weight optimized by removing extra material in the machining process. The bottom plate features integrated "feet" enabling it to mount on uneven surfaces such as a trunk floor. This surge tank is designed to be installed in a vertical position only.

All interfaces are O-ring sealed. The picture below features three internal Walbro 400 E85 pumps.

The surge tank can be configured with one, two or three pumps with a dedicated outlet port for each. Also, each pump has its own dedicated wiring so they can operate independently.

This MPFST is also compatible with other popular pumps from Aeromotive, AEM, Walbro and DeatschWerks. You get to configure it during the purchase. Each one is custom constructed for the order then pressure tested before being shipped.

The new MPFST is shorter (7.8" total height), but larger in diameter (6" diameter)  than our existing fuel surge tanks. The working fluid volume of this surge tank when equipped with two pumps is 2 liters.

The pump outlet ports are fixed at -6AN, however the other ports (surge tank feed and return) are sized for -8AN O-ring. -6AN, -8AN and -10AN adapter fittings are optional.

Pricing for this new surge tank starts at $499 (not including pumps)

Link to Radium Online Store:

Contact us for additional information.

How does a surge tank work? Check out our video:

Announcing the first ever E85 Fuel Surge Tank

Another Fuel Surge Tank joins the Radium family. Walbro 400/E85 internal. The highest flowing OEM style internal pump on the market today combined with our surge tank design. Available now!

The Walbro 39/50 DCSS 400lph High Performance fuel pump (P/N F90000262) is the highest flowing internal pump available on the market today. Official flow data for this pump is available HERE. The pump mounts internally using an anodized laser cut bracket. The FST also incorporates a nickel plated quick disconnect sealed electrical connector. All internal wires are PTFE coated to resist gasoline, ethanol, and methanol corrosion. The internal hose is a special fluoroelastomer formulation that resist permeation internally and externally and is submersible in all types of fuel. This cost efficient compact design can support ~850bhp. See below for E85 version.

The Walbro 39/50 DCSS High Performance fuel pump (p/n F90000267) is specifically designed for use with E85 fuel and flows about 6% more than the gasoline version. This pump was designed to use any mixture combination of ethanol and gasoline (0-100%). It features the same technology of the 39/50 DCSS pump but modified for better compatibility with the corrosive ingredients in E85.  Official flow data for this pump is available HERE. The pump mounts internally using an anodized laser cut bracket. The FST also incorporates a nickel plated quick disconnect sealed electrical connector. All internal wires are PTFE coated to resist gasoline, ethanol, and methanol corrosion. The internal hose is a special fluoroelastomer formulation that resist permeation internally and externally and is submersible in all types of fuel.  This cost efficient compact design can support ~850bhp (or 600bhp on E85).

NOTE: Horsepower ratings are estimates based on fuel pump flow rates. There are many factors such as compresion ratio, fuel pressure, brake specific fuel consumption, dynamometer brand, etc. that factor into real world results.

New Release: Lotus Evora Dual Catch Can Kit

Radium Engineering is proud to announce another new product for the Lotus Evora. Our Dual Oil Catch Can installation kit is now available for the 2010+ Lotus Evora.
This kit was created based on input from a customer about periodic blue smoke from the exhaust when autocrossing or tracking his Evora. This blue smoke was the result of excess oil in the PCV system being dumped into the intake manifold and burned in the combustion process. This was verified by examining the PCV hoses and finding the insides of them soaked in oil.
This was a perfect application for our existing GEN2 Billet Aluminum Catch Cans. These would solve the problem by trapping the PCV oil in the catch cans and keeping it from getting into the intake tract or intake manifold. More information on how our catch cans work can be found here.
For the Evora, we found a great mounting location that is away from moving parts and excessive engine heat that can be detrimental to the oil separation process. So we designed a custom laser cut bracket that bolts on with no drilling required. Proper hose lengths were recorded and, as always, O-ring sealed fittings were used.

The catch can bracket mounts to the right side deck lid hinge bolts and positions the Catch Cans clear of the engine cover.

Hose routing is clean and functional. The longer the air flow travel, the cooler the gas becomes and the chance of the oil vapor falling out of suspension increases. Full access to all engine components is maintained.

The kit comes complete with Radium Catch Cans, Hoses, -AN Fittings, Laser Cut Bracket, Stainless Steel Clamps and Fasteners and can be installed in less than 15 minutes.

The Billet Oil Catch Cans are visible from outside the vehicle looking though the vent screen and through the rear window.

We are currently awaiting a new shipment of GEN2 Billet Catch Cans and this kit will be ready to ship in early September 2011. Pre-ordering can be done on our website by CLICKING HERE. Catch can orders will ship as soon as they are available.

Turbo Kit Pricing and Details

After over a year of development, testing and refining, we are finally ready to announce pricing for our intercooled turbocharger kit for the 2005-2011 Lotus Elise 2ZZ-GE. But what is a price if you don't know what the kit contains? This blog will highlight all of the components and fully explain the details of this turbocharger kit.

While we have always intended for the turbo kit to be an all-inclusive package, we have experienced delays with our Lotus specific engine management system. We did not want this to further hold back the release of the turbo kit so we are now releasing our Hard Parts Kit.  The Hard Parts Kit consists of all the turbocharger kit components, MINUS the engine management system and any engine wiring harness adapters. In early Fall 2011, we will be releasing our Lotus Plug N Play Programmable EMS. This Hard Parts kit is ideal for someone using a stand-alone EMS, piggy back ECU, or reflash ECU that their tuner is comfortable using.

Earlier this year, we experimented with a non-intercooled setup in order to provide a lower cost alternative setup, but we decided that the price savings was not worth the sacrifice in performance. For this reason, we are offering our Hard Parts kit in intercooled form only. You can read more about intercooler testing here.

This kit is designed to be a complete bolt-on system that requires no special tools or permanent modification to the car allowing the vehicle to be returned to stock if necessary. Furthermore, all factory equipment is retained but the relocation of certain items is required for proper installation.

Here is a pictoral list of the contents of the Radium Engineering Hard Parts turbocharger kit:

1. Garrett GT2860

We have selected the Garrett GT2860 as the best fit for the 2ZZ-GE engine. This turbo offers very quick spooling along with ample air flow for up to 400hp. This turbo is water cooled and uses a special T3-flanged exhaust housing that has a custom Radium machined wastegate port for this application. Available in ball bearing as well as journal bearing for cost savings. Both have the same GT aerodynamics. This turbo kit has also been designed to be compatible with the Garrett GT3076 (Rated up to 550 Hp) should it be requested. All turbine housings are ceramic coated by Radium Engineering for a lasting finish and improved heat retention.

2. Internal wastegate actuator assembly

We had our own wastegates manufactured for this application (prototype shown in picture). These actuators are held in place with a custom laser cut nickel plated Radium bracket. These can be controlled with an electronic boost controller for driver or EMS controlled boost levels, starting as low as 7psi.

3. Radium cast stainless steel exhaust manifold

Our exhaust manifold is cast from 347 stainless steel. It is a bulletproof design and will easily hold up in even the most extreme applications. For a more in-depth look, see the individual item product page.

4. Exhaust manifold heat barrier

This thermal blanket is custom made for us by a company that holds the rights to several proprietary technologies. These same heat barriers are used on F1 racing engines, military helicopters and more. This protection drastically reduces under-hood temperatures and is a necessity for the kit. For more details, Read our Blog.

5. Radium cast stainless steel downpipe elbow with integrated internal wastegate swing valve

The downpipe is cast using the same 347 stainless steel and high tolerance investment casting process as our exhaust manifold. This critical part will not crack or deform under harsh conditions. It features an integrated 3" V-Band flange for easy installation of the exhaust system.

6. 3" stainless steel exhaust mid-pipe

This 3" exhaust pipe connects to the cast downpipe elbow and routes exhaust gasses to the muffler. It is compatible with the stock muffler and attaches to the factory slip-joint inlet (concept shown). This system is also compatible with other aftermarket mufflers that connect with the slip-joint the same as the factory muffler. We will be releasing a pipe with a high-flow catalytic converter option (for an additional charge).

7. Top Mount Air to Air Intercooler

Our intercooler is designed for the Elise engine bay. Because of the lack of space we chose the more efficient bar and plate core design with custom Radium cast aluminum end-tanks. It contains an assortment of bungs for sensors as well as an integrated GReddy style BOV flange. We are offering an intercooler air-flow upgrade kit separately, see details below.

8. Silicone couplers

Our custom 5ply silicone couplers are designed for efficient flow and packaging necessary for getting air in and out of the intercooler.

9. Radium billet oil return fitting for oil pan

This billet fitting functions similar to a banjo bolt. It allows oil from the turbocharger to drain back into the stock oil pan via the drain hole using a -10AN hose assembly.  There is no need to uninstall, weld or modify the factory oil pan. This saves on installation labor and time. The fittings have been thoroughly tested in extreme driving conditions and has proven to work very well with either turbocharger option. For users with an aftermarket oil pan with ports already supplied, this fitting is not necessary.

10. Cold air intake system for turbocharger (Toyota MAF sensor compatible)

This air intake system draws air from the LH side air duct of the vehicle. This supply of cold air helps keep the intake temperatures dramatically lower in all driving conditions. This system is compatible with recirculation of the blow-off valve, as needed for accurate MAF metering. It consists of mandrel bent 6061powder coated aluminum tubing with custom silicone couplers. This part is in the final stages of production.

11. Synapse Engineering Blow off Valve

This is our favorite blow off valve on the market. It uses a superior piston design and works incredibly well at all boost levels and is very responsive. Read more about Synchronic technology here.

12. Radium coolant expansion swirl tank

This powder coated cast aluminum tank replaces the factory coolant reservoir. It mounts to existing studs in the center of the firewall adjacent to the factory ECU. Not only does this multi-chambered tank do all the things that the factory Denso tank does, it also features an integrated swirl pot helping to de-aerate the incoming hot coolant. Chambers shown in the transparent CAD render.

13. Radium 2ZZ-GE water hose relocation kit and turbo water lines

Because the Toyota 2ZZGE engines were designed for front wheel drive vehicles, most of the components are mounted backwards. These -AN hoses and billet aluminum fittings re-route and clean up the factory water lines for more efficient packaging. It also incorporates lines for the turbocharger coolant system. The custom billet fittings are anodized Radium green for appearance and durability. Thermal protection sleeving is also included for the hoses routed near the turbocharger.

14. All necessary gaskets, nuts bolts, T-bolt clamps, brackets, hoses, etc.

Every required nut, bolt, gasket, fitting, etc is included in the kit for a hassle-free installation.

We are releasing the base level kit at an introductory sale price of $6,195

Here are the available options for the kit:
1. Ball bearing turbocharger +$295 (GT2860RS)
2. Polished exhaust system: exhaust manifold, downpipe elbow, and exhaust mid-pipe +$495

3. Intercooler air flow upgrade kit +$450

This kit provides a dedicated custom air duct that channels fresh air to the intercooler from from the LH side vent of the vehicle. Also included is a 10inch SPAL electric pusher fan and fan shroud. These are installed on the bottom side of the intercooler. This kit is highly recommended for users in warm climates and customers participating in high performance driving events.

4. Relocation brackets for windscreen washer fluid bottle +$95

This bracket relocates the washer fluid bottle to the forward/left area of the engine bay. It provides mounting points for many accessories such as: Radium oil catch cans, Radium fuel pressure regulator, map sensor, boost solenoid, and E85 flex fuel composition sensor.

For the engine management side, we recommend the following that will help complete the installation:
-630cc Fuel Injectors (set of four)
-Radium Engineering Fuel Rail
-ECU Connectors (2005, 2006+) -Useful for constructing custom adapter wire harnesses for piggy back or EMS installation.
-Radium Engineering Surge Tank with upgraded fuel pump
-Radium Engineering Surge Tank installation kit for Lotus Elise (Frame rail mounted)
-Radium Engineering adjustable fuel pressure regulator

Over the next couple months, we will be working with aftermarket Lotus ECU tuners who are interested in supplying a factory ECU reflash tune for this turbo kit. This will open up another possible engine management solution, should the customer not want to go with a piggy back or stand-alone ECU. We will post updates on this aspect of the project as they develop.

Frequently Asked Questions:

When will the kit be available for shipment?
Radium Engineering is accepting pre-orders for the Hard Parts turbo kit starting immediately. Shipment is planned for mid August 2011. Please contact us at: for details.

Do I have to remove my rear clamshell for installation?

We highly recommend removing the clamshell for installation.

Can I install this on my 2006 normally aspirated Lotus Exige?

Yes, however we have not test fit the kit on an Exige. If you are interested in installing on an exige, pleaes contact us and we will work with you personally and address any issues that may arise from the different body styles.

How difficult is the installation?
The Hard Parts kit has been designed to be 100% bolt-on, no special tools, fabrication, etc. are required. With the clamshell removed, installation can be done by someone with above average wrenching skills. However, the engine management solution should be handled by a professional.

Can you recommend a shop that can perform the installation and/or handle the engine management install?
Yes. We work closely with Portland Speed Industrieshere in the Pacific Northwest. They are capable of providing full installation, tuning, and engine management services.  Radium Engineering does not perform installations.

How much power does the kit make?
The great thing about turbochargers is that they can easily be tuned to a wide variety of power outputs depending on fuel type and driving conditions. This should be left to the professional tuning the vehicle. The power output is not limited by the turbo kit, it is limited by the engine and drivetrain. We have not experienced engine or drivetrain problems on our shop car which makes a safe and reliable 300rwhp on 110 octane. With a built engine and related driveline mods, the power output could be pushed to as much as 500hp. The final power output number of your vehicle will be up to the tuner, and what they think is safe and proper for your specific vehicle.

What are the benefits over a supercharger kit?
If you are converting from a supercharger, you will immediately notice the large increase in midrange torque. Because of the lightweight characteristics of the Elise platform, Lotus was able to get away with this lack of low end power in its factory form.

Because turbochargers use wasted exhaust energy to operate, they are more efficient. More reliable power can be made because the engine does not have to work as hard to make the same amount of power.

Supercharger flow is dictated by engine speed. When an increase in power is requested a smaller pulley must be physically installed. Turbochargers do not require any hardware changes for a boost pressure change. A simple valve or solenoid can be routed to the wastegate and boost pressure can be adjusted based on EFI parameters, interior switch, etc.

Furthermore, with the flexibility of a turbocharger, power can be increased or decreased at specific locations or areas throughout the powerband .

Do turbochargers lose power at high elevations like superchargers?
Assuming an electronic boost controller with closed loop feedback is used and the turbo is not already maxed out,  the wastegate will automatically compensate for higher altitude. Power will always be the same, no matter what altitude the vehicle is driving in.

Why are there many more supercharger kits nowadays?
One downside of turbocharger kits on modern cars is the lack of real estate, specifically in the Lotus. We have solved this by investing in top quality investment cast tooling that yields parts with shapes that are not normally achieveable with hand fabrication. We made extensive use of our FARO CMM arm and SolidWorks modeling to locate and shape parts strategically in the vehicle.

Aren't turbochargers too hot for the Lotus engine bay?
Luckily, the exhaust side of the Toyota engine faces the back of the vehicle. This allows the turbocharger to sit in the low pressure rear section of the engine bay that is able to allow hot air to escape out the rear of the vehicle and through the decklid. We also take full advantage of the factory air flow and ducting while adding our own heat management components such as thermal wraps, sleeves, coatings, ducts, shrouds etc.

Why are turbo kits so expensive?
Turbocharger kits are inherently more expensive than the average supercharger kit due to the added complexity and increased part count. However, the benefits of increased performance and tuning flexibilty that come with a turbocharger system are realized. Over the last year we have found ways to cut costs and make this kit affordable by comparing multiple vendor quotes and finding the best in business for quality, lead time, and cost. We have managed to keep this kit economical by carefully considering manufacturing processes and costs in all aspects of our designs. All of our components are geared for high volume production which also reduces costs.

Please send any questions to us at:

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