for RS125R
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The
detonation counter sensor picks up an engine's irregular combustion
(detonation) and displays the number of times it occurs on the
detonation counter unit. When used with the HRC Data Logger (RS125R/
250R), the counter provides a detailed detonation map which greatly
assists in carburetor setting.
Kit Contents:
•Detonation Counter•Plug Cap •Spark Plug •Sensor Assy •Detonation
Counter unit stay •Rivet •Washer •Wire Harness •Sub Harness
Main Features:
Detonation Unit
•Voltage 12V
•Usable Temperature 0ĹC~60ĹC
•Counter Display Time Maintained @30 min
•Data Logger Output 5 Pulse Output (pulse width 10msec)
Sensor
•Spark Plug Washer Type
06501-NX4-730 RS125
06501-NX5-730 RS250
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Detonation
Counter Parts Lists
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1995-2002 RS125R |
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| NO |
Part No |
Name |
QTY in Set |
| 1 |
06501-NX4-730 |
SET, DET COUNTER |
1 |
| 2 |
30700-NX5-003 |
CAP, ASSY NOISE SUPPRESOR |
1 |
| 3 |
31940-NX5-851 |
SPARK PLUG R6120A-10.5 |
1 |
| 4 |
32110-NX4-970 |
HARNESS WIRE DETONATION |
1 |
| 5 |
32111-NX4-730 |
SERVICE SUB HARNESS |
1 |
| 6 |
38510-NX4-650 |
SENSOR ASSY, PI |
1 |
| 7 |
38610-NX4-730 |
UNIT ASSY., DETONATION |
1 |
| 8 |
38620-NX4-970 |
STAY, D/C |
1 |
| 9 |
90402-NF5-630 |
WASHER 14.1*20.8*1.2 |
1 |
| 10 |
91081-ND4-750 |
BLIND RIVET, 3.2*8 |
2 |
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1993-2002 RS250R |
|
| NO |
Part No |
Name |
QTY in Set |
| 1 |
06501-NX5-730 |
SET, DET COUNTER |
1 |
| 2 |
31940-NX5-851 |
SPARK PLUG R6120A-10.5 |
2 |
| 3 |
32110-NX5-850 |
HARNESS WIRE DETONATION |
1 |
| 4 |
32111-NX5-730 |
SERVICE SUB HARNESS |
1 |
| 5 |
38510-NX4-650 |
SENSOR ASSY, PI |
2 |
| 6 |
38610-NX5-730 |
UNIT ASSY., DETONATION |
1 |
| 7 |
38620-NX5-850 |
HOLDER, D/C |
1 |
| 8 |
64111-181-000 |
BAND, FR NUMBER PLATE |
1 |
| 9 |
90402-NF5-630 |
WASHER 14.1*20.8*1.2 |
2 |
| 10 |
91081-ND4-750 |
BLIND RIVET, 3.2*8 |
4 |
 |
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RS125R / RS250R |
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Detonation |
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Detonation will occur at before or
after the maximum output speeds (if peak speed is 12500
rpm, detonation occurrence ranges from 12250 to 12750
rpm). Detonation seldom occurs outside these speed
ranges.
As shown below, 5th and 6th gears provide less
acceleration than 1st and 2nd gears where there is
extended use of these detonation range speeds. For this,
circuits with more acceleration and deceleration
frequencies give less detonation occurrence than
circuits where there is extended use of wide open
throttle operation using 5th and 6th gears.
Frequent use of low ratio and 12750 rpm and over
resulting from ratio choices will control propensity
toward detonation. Also, distinct behavior of driving
will result in less detonation associated with partial
throttle opening.
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In the engine output
characteristics figure shown above, peak speed
are changing, depending on wide open throttle to
partial throttle. Accordingly, detonation
occurrence ranges may vary with throttle
opening. Detonation may suddenly take place when
returning throttle from fully wide-open throttle
at 11000 rpm. |
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Counting at fully wide open
ranges tends to lead to damages, but counting at
partial range will lead to less damages.
Accordingly, you should find your base because
counts are different from rider behaviors to
course lay outs. |
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Criteria for detonation counter |
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Many riders seem to have
detonation counters fitted on their machines for
information used for settings. Both the RS125R and
RS250R should have detonation counter numbers of one to
two per kilometer as criteria.
In the case of the Suzuka Circuit with one lap length of
about 6 kilometer, the criteria for the counter will be
12 per lap.
As mentioned before, detonation will occur in needle
ranges such as partial throttles as well as the fully
open main region. You should check where values gained
from the counters occur. One to two/km in the main
region are recommended. |
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Countermeasures against detonation |
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Even rich settings may lead
to detonation for the following reasons. |
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Damaged pistons or heads
are found at the engine maintenance.
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(CAUSE) |
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• |
High secondary compression |
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• |
Advanced ignition timing |
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• |
Chambers or silencers have
been replaced or have deformation or dents |
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• |
Secondary air is breathed
in |
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• |
Fuel strainers or tank
one-way valves are clogged |
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• |
Old gasoline is used |
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• |
JET NEEDLE, SLOW JET, or
PWJ other than MAIN JET are lean Too early power
jet cut |
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No engine damage is found
but too may count numbers found. |
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(CAUSE) |
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• |
Defective tightening torque
for counter sensors |
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• |
Counter sensor or counter
body is picking up vibration |
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• |
Counter cord is picking up
electrical noises |
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• |
Disconnected counter cord |
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• |
Lack of counter voltage |
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• |
Previously damaged pistons
or heads are used |
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The engines is damaged, but
no count found. |
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(CAUSE) |
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• |
Sensor tightening torque is
below specified |
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• |
Failed sensor/counter |
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• |
Disconnected coupler or
ingress of water |
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• |
Defective carburetor (check
float movement) |
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