Fully with Marius on this and I like to add: why do people pull the clutch while on the move and not changing gears?
Yes, I wonder what will happen if you disconnect the clutch switch (wich is really flimsy and cheap looking on my bike) and try riding. If you can ride without it normally, and not stall while coasting then we found the smoking gun and KTM recall can be requested.The evidence really does point at the clutch or clutch switch. It’s the common factor in all the above. I’d also add that we’ve seen a number of complaints about cutting out or starting issues associated with coasting so this is something to avoid.
Clutch switch, clutch drag - my experience is that these engines are really easy to stall, or a software glitch. I’d suggest unplugging the clutch switch, readjusting the clutch and using more revs when using the clutch and see if any of those changes how often it happens. Just having the revs too low with a slightly dragging clutch might do it.
I lost power on a bridge once with no side curb to roll off to. Got lucky that the truck behind had space to break. Almost died. The idiotic environmental laws will cost lives for nothing as the pitiful amount of exhaust from a bikes in Europe and US doesn’t affect the environment in any way whatsoever. It’s all made up and it hurts people and companies. Politicians don’t care as they just found another excuse to tax and punish people for living and breathing.Hi its a problem across the range of KTM’s, in the EU they have to meet strict euro laws so run the bike lean, if it’s nice and warm (bike that is) you should not see this problem but usually for the first ten or so mins this stalling can happen. I was nearly rear ended when all power was lost approaching a roundabout as I ride usually coasting to roundabouts etc to time not having to stop, I wasn’t impressed lol
Yes, All taxes that are related to CO2 production are effectively a tax on life as such. The medieval feudal lords are exactly the same as unaccountable political elite today. (They are today’s version of aristocracy).My mum used to say ‘they can’t tax the air that you breathe’ sadly it seems that they can....
Rollover Sensor, Location (behind steering head):Is there a fuel cut out sensor in case of accident on these things? Wonder if sharp breaking could set such a thing off?
Yes, this happens to me also, simply clutching in and braking sometimes causes the engine to stall, generally in less than ideal circumstances, this is a safety concern, too bad KTM won't release a recall. I should also add, it does this even when not braking. Sometimes simply clutching in and letting the bike attempt to return to idle when coming to a stop kills the engine.So.......... It seems that my duke likes to cut out/stall when braking sharply (with the clutch in) once I come to a stop? Anyone else experienced this at all???
Interesting.Sometimes simply clutching in and letting the bike attempt to return to idle when coming to a stop kills the engine.
Was back at the dealer this weekend (after taking off the PT...what a right pain!)
They claimed there was a new and improved software update available that would cure all ailments. Yeah...not really!
Does run just a wee wee bit better without the Coober airbox lid though.
Stalling issue persists. Hot/cold/wet/dry/cornering/straight ahead/stopping/accelerating, no one particular parameter stands out more than the others. Horrible!
Speaking of insulation...the newer Dukes come with exhaust pipe going under the engine. I wonder if newer Dukes have the cut out problem or not.Interesting.
What i mean to say is, something like that, to me, smacks of a faulty idle control servo, or possibly a faulty position feedback from it(?). And since we are all only 'discussing and hypothesizing' about it, I mean, why not?
Example of why I say that:
I don't know if you guys ever noticed this... but a Duke ETC doesn't work exactly like, say, an automotive Electronic Throttle Body. Case in point, an automotive ETC 'rests' in a partially open position, with no power applied; closing it completely requires electrical power that works directly against a high tension spring. When the key is turned on, the ECU 'closes' the ETC momentarily, in order to reestablish the minimum airflow/minimum authority throttle body position. But unless the ECU 'commands' maximum engine braking, releasing power from the throttle body simply leaves it in a rest open position. The act of 'reducing' idle rpm, in this case, comes from the application of pulse-width modulated reverse current; if it doesn't close when commanded, the system will be disabled entirely and a code will set... but it can't just close on its own.
Right, right, right...
But pull out the air filter lid of a 2017+ Duke 390, and you will see something 'different' when you turn the key on.
Turning the key on results in the ECU powering up, moments later the ETC 'opens' to a startup position.
And if you turn the key off, then watch the throat of the ETC, after a few power-down moments, the ETC completely 'closes'.
In other words, with no power applied, the 'rest' position of the Duke ETC is 'fully closed'. Hmm... that contradicts 'a lot' of sensical convention (about preventing unwanted coast-down stalling or coast-down idle recovery-and-maintenance problems).
Do you understand my meaning here? Perhaps some of you have experience with this.
So, just playing killjoy for a second...
If the gears internal to the ETC were worn in such a way that the plate could just 'flop forward' when you dump the throttle... (but, ah, you'd notice that all the time, wouldn't you?)
Or if the driver somehow got tired, intermittently, of holding the ETC open (but that implies an ECU fault, or an excessive ETC Volt/Amps current situation caused by a borderline ETC windings-integrity condition?)...
Or if the feedback sensor in the ETC told the ECU it was in a slightly erroneous position (but that implies a possible TPS design or production run fault)...
Or if the throttle servo motor just started acting a bit wanky when it got a bit too hot (and who doesn't? especially when forced to ride around all the time 'hugging' a live catalytic convertor)...
Well heck, all of this could even be attributed to an occasionally-skewed ground reference, fcs.
Ok, I'm driving myself nutz.
Please don't let me take you with me.
So without further adieu, maybe in these unique circumstances just related by discotrash and others, I wonder what would happen if we were to temporarily increase the insulation factor between the cat and the ETC unit. Again, it doesn't cost anything is what I'm saying.