SENSORS USED IN KARIZMA ZMR

VISVESVARAYA TECHNOLOGICAL UNIVERSITY
BELAGAVI-590014
A Technical Seminar Report on
“SENSORS IN HERO HONDA KARIZMA ZMR”
Submitted In Partial Fulfillment of the Requirement for the Award of the Degree of
BACHELOR OF ENGINEERING
In
MECHANICAL ENGINEERING
Submitted by
SIVA S
1AC15ME036
DEPARTMENT OF MECHANICAL ENGINEERING
ALPHA COLLEGE OF ENGINEERING
HENNUR - BAGALUR ROAD, KANNUR POST, BENGALURU,
KARNATAKA - 560077

HENNUR - BAGALUR ROAD, KANNUR POST,
BENGALURU, KARNATAKA - 560077
CERTIFICATE
Certified that the Technical Seminar entitled “SENSORS IN KARIZMA ZMR” is
carried out by SIVA S in partial fulfillment for the award of degree of Bachelor of
Engineering in Mechanical Engineering Visvesvaraya Technological University, Belgaum
during the year 2018-19. It is certified that all the corrections /suggestions indicated for
internal assessment have been incorporated in the report deposited in the departmental
library. The Technical Seminar report has been approved as it satisfied the academic
requirements in respect of Technical Seminar prescribed for the Bachelor of Engineering
Degree.
__________________ _________________ __________________
Coordinator HOD PRINCIPAL
Mr. Somesh Singh Dr. Suresh Boraiah Dr. Suresh Boraiah
Dept. of Mechanical Dept. of Mechanical Dept. of Mechanical
ACE, Bangalore ACE, Bangalore ACE, Bangalore

VISVESVARAYA TECHNOLOGICAL UNIVERSITY
DECLARATION
I, SIVA S, student of final semester B.E. degree in Mechanical Engineering, Alpha
College of Engineering, Bangalore, declare that the Seminar has been carried out by me and
submitted in partial fulfillment of the course requirements for the award of degree in Bachelor
of Engineering in Mechanical Engineering Visvesvaraya Technological University,
Belgaum during the year 2018-19. The matter embodied in this report has not been submitted
to any other university or institution for the award of any other degree or diploma.
Place: Bangalore SIVA S
Date: 10-05-2019 (1AC15ME036)

ACKNOWLEDGEMENT
The satisfaction and euphoria that accompany the successful completion of any work
would be incomplete without the mention of the people who made it possible.
Foremost, I would like to express my sincere gratitude to Dr. Suresh Boraiah,
Principal and HOD, Department of Mechanical Engineering for creating an excellent
learning atmosphere in the College.
I express my sincere and humble thanks to Mr. Somesh Singh, Seminar Co-
Ordinator, Department of Mechanical Engineering, Alpha College of Engineering,
Bangalore for all the cooperation he has rendered.
I would like to thank my Parents for their co-operation and guidance through all
aspects of my life.
SIVA S

ABSTRACT
In the Hero Honda Karizma ZMR, which is a successor of the legendry Karizma R series,
was mated with Karizma R engine but upgraded to present technology features like PG-Fi
(Programmed Fuel Injection), 8 vital sensors monitoring the engines environment constantly
to ensure all the components work seamlessly and harmonically.
The 8 vital sensors which play a predominant role in ZMR are Throttle Angle Sensors, Air
Intake Temperature Sensors, Mass Air Flow Sensors, Oil Temperature Sensors, Oxygen
Sensors, Crank Angle sensors, Bank Angle sensors, Speed Sensors.
All the electronic hi-tech sensors work integrating with a 16 Bit ECU Processor that scans
the engine environment to provide next level performance.
Only a proper maintained battery is the sole key for whole function. In case of malfunction in
sensors, there would be a need of Diagnostic Tool to rectify the issue in it.

CONTENTS
CHAPTER PAGE NO:
1. INTRODUCTION 1
2. THROTTLE ANGLE SENSOR 4
3. INTAKE TEMPERATURE SENSOR 7
4. MASS AIR FLOW SENSOR 9
5. OIL TEMPERATURE SENSOR 11
6. OXYGEN SENSOR 12
7. CRANK ANGLE SENSOR 14
8. SPEED SENSOR 16
9. BANK ANGLE SENSOR 18
10. CONCLUSION 20

LIST OF FIGURES
Figure title Page no.
1.1 HERO HONDA Karizma ZMR 1
1.2 ZMR engine unit 2
1.3 Technical specification of Karizma ZMR 3
2.1 Illustration about working of TPS with ECU 4
2.2 TPS movement of ZMR 5
2.3 TPS sample of potentiometer 6
3.1 IAT sensor relations with other factors 7
3.2 IAT sensor in ZMR 8
4.1 Holden commoder’s MAF sensor 10
4.2 MAF sensor curve 10
5.1 OTS sensor 11
6.1 Illustration of Oxygen sensor 12
6.2 Oxygen sensor in ZMR 13
7.1 Hall effect type CAS 14
7.2 Crank Angle Sensor 15
8.1 Illustration of working of VSS 16
9.1 Tilt angle position 19
9.2 BAS – O position 19
.

SENSORS IN HERO HONDA KARIZMA ZMR
DEPT OF MECHANICAL ENGINEERING, ACE, BANGALORE-77 Page | 1
CHAPTER 1
INRODUCTION
The Hero Honda Karizma ZMR is a motorcycle manufactured in India by Hero Honda. It
was first launched in May 2003 and was given a cosmetic upgrade Karizma R in 2007. In
September 2009, it was supplemented by another variant Karizma ZMR. It was a launched as
a cosmetic upgrade to the legendry Karizma R in September 2009. There was minor
difference between its engine and that of its predecessor Karizma R. The minor differences
lied in the design of fairing, headlights, addition of digital speedometer, rear disc brake and
rear swing-arm suspension and the Fuel-injection system instead of the carburetor. In 2014,
Karizma R and ZMR where relaunched with EBR inspired design and the same, but
improved engine tuned to deliver more power and torque.
Karizma has been designed specifically for the Indian market. The styling is inspired
by Honda VFR800. The instrument panel and the tank recesses are also designed keeping
their functionality in mind.
Fig. 1.1 Hero Honda Karizma ZMR

Karizma has the tried and tested, but slightly detuned version of 223 cc SOHC air-cooled
engine from the CRF230 series of enduro/MX/supermoto bikes that are sold in the United
States and South American markets. It has a five-speed gearbox in place of the CRF's six-
speed. The engine is an all-aluminum, under square engine (bore 65.5 mm or 2.58 in and
stroke 66.2 mm or 2.61 in) running a compression ratio of 9:1. It features a Kehlin CV
carburettor with a CCVI switch. The Karizma ZMR on the other hand is imbued with fuel
injection.
The most exciting development in the Hero stable has been that of its collaboration with
American racing bike manufacturer Erik Buell Racing. The new Karizma R and ZMR have
been inspired by Eric Buell Racing’s EBR 1190. The American company had a substantial
role in the design of the high end bikes coming out of from Hero.
In the Hero Honda Karizma ZMR, which is a successor of the legendry Karizma R series,
was mated with same engine but upgraded to present technology features like PG-Fi
(Programmed Fuel Injection), 8 vital sensors monitoring the engines environment constantly
to ensure all the components work seamlessly and harmonically.
Fig. 1.2 ZMR engine unit

The 8 vital sensors which play a predominant role in ZMR :
• Throttle Angle Sensors (TAS)
• Air Intake Temperature Sensors
• Mass Air Flow Sensors (MAF)
• Oil Temperature Sensors (OTS)
• Oxygen Sensors
• Crank Angle sensors
• Bank Angle Sensors (BAS)
• Speed Sensors.
All the electronic hi-tech sensors work integrating with a 16 Bit ECU Processor that scans
the engine environment to provide next level performance.
TECHNICAL SPECIFICATIONS
Fig. . Technical specifications of Karizma ZMR

CHAPTER 2
THROTTLE ANGLE SENSOR (TPS)
The throttle is a valve mechanism allowing to modify the amount of gas flow into the
cylinders of a gasoline internal combustion engine. The dominant implementation of the
throttle is a butterfly valve as depicted in Figure , in which the opening angle of the valve
determines the amount of air aspired by the engine.
Historically, the throttle is actuated directly by the driver through the gas pedal, and
accordingly there was a mechanical connection between the two (e.g. Bowden cable).
Nevertheless, the throttle position had to be sensed already in those systems in order to know
the proper amount of fuel to be injected. The combustion process is heavily dependent on the
appropriate air/fuel mixture, leading to demanding requirements on the throttle position
sensor accuracy.
Fig. 2.1 Illustration about working of TPS with ECU

Fig. 2.2 Throttle plate movement (LEFT) Karizma ZMR TPS section unit (RIGHT)
= throttle plate tilt with respect to the longitudinal axis
Measurement systems are compromised of 3 main parts i.e., Potentiometric measurement,
Inductive Systems and Magnetic Systems.
2.1 Potentiometric Measurement Potentiometers
The potentiometer has a +5V supply and ground return. The middle point is the output
voltage point. The voltage is proportional to the rotational angle of the throttle plate. This
TPS sensor is designed for small engines. It is small in size, easy to install. It has a long life
and high reliability. The sensor is also designed for water splashing proof and dust proof,
meeting the IP63 standards Potentiometric Measurement Potentiometers are widely used as a
cheap means for measuring rotational positions. They can be readily implemented in many
applications, including many in the automotive environment. Historically, position sensors
for various angle detection applications were served by potentiometers, e.g. throttle valves,
pedal position, EGR valve position etc.
The main advantages of potentiometers include their
• Ease of implementation
• Low price
• Analog output, no signal processing needed
• Ease to add additional channels to increase reliability

2.2 Inductive Sysytems
Inductive Systems One way of measuring a rotational position in a contactless way is by
using an inductive principle. Transmit coils send a signal, which is coupled back through a
rotor into receiver coils. These coils are typically integrated on a simple printed circuit board
(PCB) and an IC is used to both generate the excitation signal and decode the received signal.
The sensor output is flexible and can be both analog and digital, and redundancy can be
achieved by integrating a second setup with a separate decoding IC on the same PCB.
Fig. 2.3 Sample Throttle Position Sensors using Inductive (left) & Potentiometric (right)
2.3 Magnetic System
Magnetic Systems Following a general trend towards contactless technologies, magnetic
systems also moved into the focus for throttle position sensors. Hall-effect based magnetic
sensors, fully integrated on silicon, have since achieved a considerable share in this
application, owing to their large list of advantages:
• Non contacting sensor principle
• No wear, highly reliable
• Direct replacement of potentiometers possible
• Digital outputs & coding possible

CHAPTER 3
INTAKE AIR TEMPERATURE SENSOR
The Intake Air Temperature sensor (IAT) monitors the temperature of the air entering the
engine. The engine computer i.e., PCM needs this information to estimate air density so it
can balance air air/fuel mixture.
Colder air is more dense than hot air, so cold air requires more fuel to maintain the same
air/fuel ratio. The PCM changes the air/fuel ratio by changing the length (on time) of the
injector pulses.
The air temperature sensor is a thermistor, which means its electrical resistance changes in
response to changes in temperature.
Fig. 3.1 IAT sensors relationship with voltage, temperature and resistance.

Fig. 3.2 IAT sensor in Karizma ZMR
What a lot of hot air?
It is important to maintain correct combustion mixtures during the extremely hot winds of
summer as well as the freezing night winds of winter. The density of the air varies with the
air temperature and with this, the amount of required fuel to ensure the correct mixture.
More now than in the past, the IAT plays a larger role in the mixture control due to the
greater importance placed on controlling emission levels. That is, earlier vehicles with faulty
IAT sensor causing a malfunction light to illuminate, with a fault code logged and little
driveability problems to a Limp Home Mode condition on some of the later vehicles to
ensure that the IAT circuit is rectified quickly.
3.1 Causes of failure
• An air temperature sensor can sometimes be damaged bybackfiring in the intake
manifold.
• Carbon and oil contamination inside the intake manifold can also coat the tip of the
sensor, making it less responsive to sudden changes in air temperature.
• The air temperature sensor itself may also degrade as a result of heat or old age,
causing it to respond more slowly or not at all.
• Sensor problems can also be caused by poor electrical connections at the sensor.

CHAPTER 4
MASS (AIR) FLOW SENSOR
A Mass Air Flow Sensor (MAF) is a sensor used to determine the mass flow
rate of air entering a fuel-injected internal combustion engine.
The air mass information is necessary for the engine control unit (ECU) to balance and
deliver the correct fuel mass to the engine. Air changes its density with temperature and
pressure. In automotive applications, air density varies with the ambient temperature,
altitude and the use of forced induction, which means that mass flow sensors are more
appropriate than volumetric flow sensors for determining the quantity of intake air in each
cylinder.
A hot wire mass airflow sensor determines the mass of air flowing into the engine’s air intake
system. The theory of operation of the hot wire mass airflow sensor is similar to that of
the hot wire anemometer (which determines air velocity). This is achieved by heating a wire
suspended in the engine’s air stream, like a toaster wire, with either a constant voltage over
the wire or a constant current through the wire. The wire's electrical resistance increases as
the wire’s temperature increases, which varies the electrical current flowing through the
circuit, according to Ohm's law.
V = voltage in volts (V)
I = current in amps (A)
R = resistance in ohms ( )
When air flows past the wire, the wire cools, decreasing its resistance, which in turn allows
more current to flow through the circuit, since the supply voltage is a constant. As more
current flows, the wire’s temperature increases until the resistance reaches equilibrium again.
The current increase or decrease is proportional to the mass of air flowing past the wire. The
integrated electronic circuit converts the proportional measurement into a calibrated signal
which is sent to the ECU.
I = V/R

Fig. 4.1 A Holden Commodore's MAF sensor
If air density increases due to pressure increase or temperature drop, but the air volume
remains constant, the denser air will remove more heat from the wire indicating a higher
mass airflow. Unlike the vane meter's paddle sensing element, the hot wire responds directly
to air density. This sensor's capabilities are well suited to support the gasoline combustion
process which fundamentally responds to air mass, not air volume.
This sensor sometimes employs a mixture screw, but this screw is fully electronic and uses a
variable resistor (potentiometer) instead of an air bypass screw. The screw needs more turns
to achieve the desired results. A hot wire burn-off cleaning circuit is employed on some of
these sensors. A burn-off relay applies a high current through the platinum hot wire after the
vehicle is turned off for a second or so, thereby burning or vaporizing any contaminants that
have stuck to the platinum hot wire element.
Fig. 4.2 The MAF sensor curve for air flow versus output voltage

CHAPTER 5
OIL TEMPERATURE SENSOR
Oil Temperature Sensor (OTS) monitors the temperature of the engine oil in a vehicle and
displays this measurement to the vehicle’s occupants. If a vehicle operates at too high a
temperature, the engine can be in danger of damage. The OTS prevents this by allowing the
operator to stop the vehicle and switch off the engine if the temperature of the oil gets too
high as a result of an over heated engine.
The engine oil temperature sensor is a thermistor that varies in resistance as the engine oil
temperature changes. A low engine oil temperature produces a high resistance at the engine
oil temperature sensor. A high engine oil temperature produces a low resistance at the engine
oil temperature sensor. The instrument panel cluster (IPC) interfaces with the engine oil
temperature sensor via a discreet signal circuit and low reference circuit.
The IPC applies 5 volts to the engine oil temperature sensor through an internal input resistor
that is connected to the signal circuit of the engine oil temperature sensor. The internal
resistor in the IPC measures the voltage and calculates temperature. The engine oil
temperature range is between -40 to -165°C (-40 to +329°F).
Fig. 5.1 OTS sensor in Karizma ZMR

CHAPTER 6
OXYGEN SENSOR
An oxygen sensor sends measurements of the amount of oxygen flowing into the intake or
exhaust system to the electronic control unit. The ECU then adjusts the fuel-to-air ratio for
performance or emissions-related purposes.
Most fuel-injected motorcycles run on a predetermined fuel setting with small adjustments
made as oxygen levels change. At higher elevations, for example, the ECU would adjust the
fuel delivery against lower oxygen levels.
oxygen sensor, also known as an O2 sensor, lambda probe, lambda sensor, lambda sond or
EGO (exhaust gas oxygen) sensor, is a small sensor inserted into the exhaust system of a
petrol engine to measure the concentration of oxygen remaining in the exhaust gas to allow
an electronic control unit (ECU) to control the efficiency of the combustion process in the
engine. In most modern automobiles, these sensors are attached to the engine's exhaust
manifold to determine whether the mixture of air and gasoline going into the engine is rich
(too much fuel) or lean (too little fuel). This information is sent to the engine management
ECU computer, which adjusts the mixture to give the engine the best possible fuel economy
and lowest possible exhaust emissions.
Failure of these sensors, either through normal aging, or the use of leaded fuels, or due to
fuel contamination with silicones or silicates, can lead to damage of an automobile's catalytic
converter and expensive repairs. Oxygen sensors are used to reduce motorcycle emissions, by
ensuring that engines burn their fuel efficiently and cleanly.
By measuring the proportion of oxygen in the remaining exhaust gas, and by knowing the
volume and temperature of the air entering the cylinders amongst other things, an ECU can
use look-up tables to determine the amount of fuel required to burn at the stoichiometric ratio
(14.7:1 air: fuel by mass for gasoline) to ensure complete combustion. When an internal
combustion engine is under high load (such as when using wide-open throttle) the oxygen
sensor no longer operates, and the engine automatically enriches the mixture to both increase
power and protect the engine.

6.1 Internal Design
The sensor element is a ceramic cylinder plated inside and out with porous platinum
electrodes; the whole assembly is protected by a metal gauze. It operates by measuring the
difference in oxygen between the exhaust gas and the external air, and generates a voltage or
changes its resistance depending on the difference between the two.
Fig. 6.1 Illustration of Oxygen Sensor
The sensors only work effectively when heated to approximately 300°C, so most lambda
probes have heating elements encased in the ceramic to bring the ceramic tip up to
temperature quickly when the exhaust is cold. The probe typically has four wires attached to
it: two for the lambda output, and two for the heater power.
A reading of 0.8 V (800 mV) DC represents a rich mixture, one which is high in unburned
fuel and low in remaining oxygen. The ideal point is 0.45 V (450 mV) DC; this is where the
quantities of air and fuel are in the optimum ratio, called the stoichiometric point, and the
exhaust output will mainly consist of fully oxidized CO2.
Fig. 6.2 Karizma ZMR Oxygen Sensor

CHAPTER 7
CRANK ANGLE SENSOR
A crank sensor is an electronic device used in an internal combustion engine, both petrol and
diesel, to monitor the position or rotational speed of the crankshaft. This information is used
by engine management systems to control the fuel injection or the ignition system timing and
other engine parameters.
The crank sensor can be used in combination with a similar camshaft position sensor to
monitor the relationship between the pistons and valves in the engine, which is particularly
important in engines with variable valve timing. This method is also used to "synchronize"
a four stroke engine upon starting, allowing the management system to know when to inject
the fuel. It is also commonly used as the primary source for the measurement of engine speed
in revolutions per minute.
Fig. 7.1 Hall Effect Type Crank Angle Sensor
There are several types of sensor in use.
• The Inductive Sensor
• Hall Effect Sensor,
• Magneto Resistive Sensor
• Optical Sensor

Inductive Sensors have the simplest construction and are usually purely passive devices.
Hall Effect & Magneto Resistive Sensors have the advantage over inductive sensors in that
they can detect static (non-changing) magnetic fields.
Optical Sensors do not have great resistance against fouling, but are able to provide the most
precise edge detection.
Sometimes, the sensor may become burnt or worn out - or just die of old age at high mileage.
One likely cause of crankshaft position sensor failure is exposure to extreme heat. Others are
vibration causing a wire to fracture or corrosion on the pins of harness connectors. Many
modern crankshaft sensors are sealed units and therefore will not be damaged by water or
other fluids. When it goes wrong, it stops transmitting the signal which contains the vital data
for the ignition and other parts in the system.
Fig. 7.2 Crank Angle Sensor

CHAPTER 8
SPEED SENSOR (RPM)
A wheel speed sensor or vehicle speed sensor (VSS) is a type of tachometer. It is a sender
device used for reading the speed of a vehicle's wheel rotation. It usually consists of a
toothed ring and pickup.
The wheel speed sensor was initially used to replace the mechanical linkage from the road
wheels to the speedometer, eliminating cable breakage and simplifying the gauge
construction (elimination all moving parts except for the needle/spring assembly). With the
advent of automated driving aids, such as electronic ABS, the sensor also provided wheel
speed data to the controllers to assist the operator in maintaining control of the vehicle. The
vehicle Speed sensor is also used for the proper shifting up of gears for the vehicle
maintenance.
Fig. 8.1 Illustration on working of VSS
The most common type is a two-channel sensor that scans a toothed wheel on the motor shaft
or gearbox which may be dedicated to this purpose or may be already present in the drive
system. Unfortunately, the Hall effect varies greatly with temperature.
The sensors sensitivity and also the signal offset therefore depend not only on the air gap but
also on the temperature. This also very much reduces the maximum permissible air gap
between the sensor and the target wheel.
At room temperature an air gap of 2 to 3 mm can be tolerated without difficulty for a typical
target wheel of module m = 2, but in the required temperature range of from −40 °C to

120 °C the maximum gap for effective signal registration drops to 1.3 mm. Smaller pitch
target wheels with module m = 1 are often used to get a higher time resolution or to make the
construction more compact. In this case the maximum possible air gap is only 0.5 to 0.8 mm.
The best part of the speed sensor is that it doesn’t let the engine strokes go beyond the
revlimit set by the manufacturers. In case of Karizma ZMR the maximum rpm designed by
engineers is upto 10,000 rpm, but for the safety concerns, reliability of engine and parts its
downgraded to 8,000 rpm to 8,500 rpm.
In case of the full utilization of the engines raw power the i.e., upto 10,000 rpm , we must
remap the ECU to allocate different path set for faster combustion process within the same
period of time. Generally the revlimiter is set in such a way that it doesn’t harm the engine
and always stays in optimized condition.
The vehicle speed sensor (VSS) may be, but is not always, a true wheel speed sensor. For
example, in the Ford AOD transmission, the VSS is mounted to the tail shaft extension
housing and is a self-contained tone ring and sensor. Though this does not give wheel speed
(as each wheel in an axle with a differential is able to turn at differing speeds, and neither is
solely dependent on the driveshaft for its final speed), under typical driving conditions this is
close enough to provide the speedometer signal.
A faulty vehicle speed sensor can cause an array of problems. In fact, symptoms of a faulty
speed sensor may also result symptoms of other common components such as a defective coil
pack or bad throttle position sensor. However, here is a list of the most common symptoms
associated with a bad engine speed sensor:
• Transmission revs higher before it changes gears
• Brakes are sometimes harder than normal when coasting
• Speedometer behaves erratically or sometimes does not work at all
• The check engine light comes on intermittently and sporadically when accelerating
• The overdrive on/off light blinks on and on for no apparent reason

CHAPTER 9
BANK ANGLE SENSOR
A Bank Angle Sensor (BAS) is a safety device that detects if a motorbike is leaning on an
extreme angle or if the bike has been dropped, and subsequently cuts power to the engine. It
is a crucial aspect of the bike.
The bank angle sensor is comprised of a small metal ball that is placed between two electrical
contacts that connects the power circuit and the ignition coil. When the bike leans at a
dangerous angle or is dropped, that ball rolls from between the two contacts and the circuit is
broken. The interrupted circuit cuts power to the ignition coil, which then stops the engine.
The bank angle sensor is a safety device designed to minimize the risks of a motorcyclist
being dragged back into the motorbike by a fast spinning wheel when the bike is dropped at
speed.
Bank angle is the angle at which the vehicle inclines or tilts from its longitudinal axis. In this
case, Bank angle describes tilting of the vehicle as seen from the front.
A tilt angle sensor has a body which includes a V-shaped cavity defined by a pair of inclined
surfaces which intersect to define a lower end. A’O’ roller is disposed in said cavity. A
sensing circuit is associated with the cavity to sense the presence of the roller in the lower
end of the cavity. The sensing circuit initiates a first signal when the roller is displaced from
the lower end of the cavity. A timing circuit is coupled to the sensing circuit for commencing
a timing cycle upon the occurrence of the first signal and for providing a second signal after a
predetermined time delay. A latch mechanism coupled to the timing circuit latches an output
device upon the occurrence of the second signal.
When the roller encounters with the end of the circuit at either side, it closes the path to BAS
system, which immediately responses with the shut down of all electrical supply to the
engine systems, thereby halting the vehicle engine function.

Fig. 9.1 α = 900
When bike at normal position (LEFT) and α < 250
during extreme lean
or accidental fall (RIGHT)
Fig. 9.2 BAS ‘O’ ring position before tilt (LEFT) and after the tilt (RIGHT)

CHAPTER 10
CONCLUSION
Seamless function with harmonic with ECU does gives out a required result. The sensors
work integrate with each other , as due to continuous feedback loop system results being
displayed to ECU and rider does ensures everything works as expected.
As the bike is designed to be not sporty, not commuter, not street bikers but a homogenous
mixture of all the comfort sports tourer as just relax and drive.
The words alone don’t describe about the full potential of the bike though it seems to be
techy, but must be ridden and felt.
The only drawback of all the system working is that it only relies on the sole battery as the
source of power, so without its proper working, it cannot function as it was intended for.

REFRENCES
[1] https://www.aa1car.com/library/air_temp_sensors.htm
[2] http://premierautotrade.com.au/news/intake-air-temperature-sensors.php
[3] https://en.wikipedia.org/wiki/Mass_flow_sensor
[4] https://www.amphenol-sensors.com/en/thermometrics/assemblies/3322-oil-
temperature-sensor
[5] https://www.autozone.com/repairguides/Corvette-1997-2005/Engine-Mechanical-
Components/Oil-Temperature-Sensor/_/P-0996b43f80cb3f2a
[6] https://patents.google.com/patent/US5777290A/en
[7] JOURNAL - United States Patent Patent Number: 5,777,290 , Date of Patent: Jul. 7,
1998, BANK ANGLE SENSOR, Inventor: Oleg A. Tzanev, Waukesha, Wis.

SENSORS USED IN KARIZMA ZMR

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