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Well the synapse FPR is really small, way smaller than the AEM FPR and is supposed to work with the stock FR its about $30 more than the AEM however with the AEM it has to be used with the AEM FR so theres an added cost. Here is what i got off their site:
Synchronic FPR was designed to bring you all of the features and adjustability of every FPR on the market in the smallest footprint you will find. The patented technology (Patent 6,863,260) that drives Synchronic FPR is the fundamental redesign of the inescapable actuator. What this technology allows us to do is bring you an FPR that is 1/7th the size of any FMU on the market. But this is more than an FMU, it can be used as a true 1:1 FPR that you can use to fine tune flow in your performance race engine. Synchronic FPR is a fundamental redesign of the fuel pressure regulator. In place of a rubber diaphragm is a T6-6061 Al piston actuator. Pressure is no longer regulated by the deflection of a rubber diaphragm, but by friction and the linear movement of the piston in response to changes in pressure and volume. In the end, whether 1:1 ratio, 12:1 ratio, N/A, Forced Induction or Nitrous, Synchronic FPR will allow you to extract every single ounce of horsepower potential in your project.
Features
*Direct Bolt-On to OEM Fuel Rail
*No Diaphragm to Burst or Fail
*Designed to withstand a direct shot of Nitrous
*T6-6061 Billet Aluminum Construction
*Supports Over 1100 HP
*Adjustable From 16 psi to Over 100 psi
*1:1, 12:1 Boost Ratio or Everything In Between
*Designed to Adjust Fuel Flow Rat
*Keeps Fuel Pressure for Quick Engine Starts
*Quick Change Bypass Orifices for Fine Tuning
Flow
*1/7th the Size of Any Other 12:1 FPR
Performance Benefits:
Synchronic has eliminated the diaphragm, by using a piston contacted with an axial contact, engineered, aerospace, elastomeric seal. This seal is designed to withstand 800 psi of burst pressure and resist gasoline and methanol. Because there is not diaphragm, noise in the fuel rail is significantly reduced, allowing the fuel injector to precisely deliver the necessary fuel. A diaphragm has to deflect before actuating the valve that controls the flow of fuel. This results in overshoot and hysteresis from the target fuel pressure. Diaphragms are also mainly flat elastomer sheets with large surface areas. Accordingly, the performance of the diaphragm is significantly impacted by temperature, components of the fuel, durometer of the diaphragm, etc.
We've eliminated these problems by linearizing the response of the FPR via friction. Now, when pressure requires the piston to actuate, there is not diaphragm that has to deflect before acting upon it. Think of this like having a baloon between you and an object you are trying to push along the floor. Depending on how much the baloon is inflated, how thick the rubber is and how hot the room is will determine how much of your effort goes towards moving the object, versus simply just crushing the baloon. The effect is, ultimately, how long it takes before the object moves when you push on it through a baloon. That is why we eliminated the use of a diaphragm.
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Linear Mode
