First up is this drop-in fuel pump for Evo 7-9. With either one or two Walbro E85-capable “450” LPH pumps, this system incorporates a factory fuel level sensor and comes with a harness to interface with the Mitsubishi body harness, making for a relatively simple installation. On top of the drop-in pump, Radium also offers a complete fuel delivery system for Evo 8 that comes with the lines, fittings, regulator, rail, and pulse damper. Essentially it’s everything you need, minus the injectors, to support fueling big power.
This set up is designed for use with one surge tank and two pumps, essentially creating two completely independent fuel systems. to get two fuel systems (one for the factory direct injection and another for the port injection). While there are some upgraded direct injection fuel injectors and pumps available, this twin-system configuration is capable of producing even higher power levels than upgraded DI alone.
On top of that, Radium Engineering also has new rails for LS9/LSA, found on most supercharged Corvettes, Camaros and Cadillacs. These rails feature the proper injector hole offset and proper angles, and include machined surfaces in order to use OEM clips. The rails also feature customizable ports for dampers, fittings, gauges and other things. They also have an LS7-specific rail, which now means they can cover all generations of the LS engine.
Now, Radium has gone a little wild and designed a fuel cell specifically to fit in the spare tire well of most vehicles with minimal modification. This 10 gallon cell features the same FCST (surge tank) and can support the same options as all other FCST applications.
They told us all about their new-ish C43 lightweight caliper, which is designed for use under smaller wheels and on lighter cars. StopTech is planning to build specific sprint race kits around this new caliper for Honda/Acura (Civic, Integra, S2000), the RX8, the NC Miata, and others. A lot of the C43 design is a derivative of technology and processes that StopTech had developed through its experience in circle track (dirt late model and asphalt) racing, which translated well to circuit sprint racing.
The C43 caliper weighs a scant 4.2 lbs and yet supports more pad volume than their ST40 caliper. It utilizes castellated stainless piston noses which help reduce heat transfer from the pad, and it also features a recessed area behind the piston which allows for better knock back spring compression. The change in knock back spring compression results in reduced pad drag, which is always a good thing.
The caliper itself has an asymmetrical shape and when combined with differential bores provides for more even pressure across the pad surface. The asymmetric construction also allows Stoptech to reduce the caliper material while still increasing the overall strength and rigidity. Lastly, StopTech employs porting between the piston bores which enables increased airflow to the back of the brake pad, especially when combined with proper ducting.