Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

Very well said. We agree.

As you see I have highlighted the part, the thing the ktm svc guys lack is professionalism. And that's a huge problem in itself. They will never guarantee that it won't happen again.Basically here they say "For now it's fixed. Let us know if it occurs again". They don't have confidence in their own work. How will the customer gain confidence?

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

Bro, Im very sorry if my earlier post came off like I was trying to trivialize your sufferings, but please believe me when I say that was not my intentions.

My concern was only if you will get the desired resolution to your issues, if you are waiting for the manufacturer to respond. Being in a third world country with no consumer protection, we cannot hope for much respite from them.

To put it in perspective last year, HD owners had created huge protest and banner in front of Cochin HD outlet against the poor brakes and other lackadaisical approach of HD India in general. I dont know if there was any resolution to their woes. Now contrast this with HD USA issuing service call to 5 or 6 year old HD owners, because NHTSA pulled up the company for OWNERS not properly maintaining their brakes and being a safety hazard.

Now Im going to regurgitate the cliche dialogue of Fight club that comes up in such discussions;
"A new car built by my company leaves somewhere traveling at 60 mph. The rear differential locks up. The car crashes and burns with everyone trapped inside. Now, should we initiate a recall? Take the number of vehicles in the field, A, multiply by the probable rate of failure, B, multiply by the average out-of-court settlement, C. A times B times C equals X. If X is less than the cost of a recall, we don't do one."
In India, basically the cost of C is Zero, so you don't get a recall unless the cost associated is negligible. That is why KTM would be reluctant to resolve the TFT issues, as the associated cost would be high.

About your first problem, you must fire the SA who told you would have to open the engine for checking the high RPM issue. What are they going to check inside the engine for that? In the international ktmd390 forum, they say that the ECU is working in open loop when the engine starts, so due to a clogged air filter may be less air is coming to engine, now since there is no feedback from O2 sensor, the ECU is thinking that you are in a high altitude and putting more fuel in, causing sudden spike in rpm. Now this may be a stupid hypothesis, but nonetheless a probable point for discussing with KTM.
Also please check with SA if they have a OBD reader to check the ECU fault codes or are they pulling stuff out of thin air.

Also in ktmd390 forum, there was a guy whose stalling issue was not resolved after changing the throttle assembly twice. It was later resolved by changing the "pickup sensor". I dont know what it means.

What I'm trying to say is if you research and can find multiple probable causes against issues and put it in writing to company you may have a better chance at resolution.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

Whatever you say is valid.

But, the question is, have we paid KTM for buying a bike and then doing research on its issues? Isnt it the manufacturers job to find the Root cause of the issue and announce a recall since all the bikes have faced these issue.

As you said, we have communicated to area service manager several times that the issue exists. He says, he will need to open the engine and check it if its because of adultered fuel, or because of carbon desposits or engine oil mixing with coolant. Now you tell me, as even the service head is unaware of where the actual issue lies, and also doesnt have any perfect fix for it, what should you expect from a normal consumer who is not an automobile expert?

Now some of the KTM people have resorted to saying that we bunch of people are trying to defame them. Bunch of people from all around India? Why would we do that? We are just common people who have tried voicing our concerns to KTMs alloted service managers and havent got any sure footed response.

Our bikes still have issues. And as you said incase of TFT issues, however costly it might be, if they have given a product which dies multiple times that too within warranty, they are deemed to replace the unit without asking any single query.

My point is, they will not entertain us after 2 years of warranty and with all these parts failing prematurely, we will surely have to spend a fortune to get the expensive substandard parts.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now


Granted that the local mechanics in the KTM shops are probably not going to be much better than the guys at Bajaj or the wallah with the roadside "repair" stand. But they cannot ever guarantee that a problem is permanently fixed, just like they can't guarantee that something else won't fail later. That's why the warranty exists. As long as you are reasonably confident that they can re-assemble the bike correctly after they perform the repair, that's really all you can ask. When I last lived in India, I had to take our Xylo to the dealership in Bhubaneswar to replace the carrier bearing on the driveshaft. The mechanic who "repaired" it used a hammer to press the (rather expensive) bearing onto the end of the shaft, rather than a proper machine press. That was not what I had hoped for, and if and when I go back I'll have to take the vehicle to a service center somewhere in a larger city that has the correct tools and pay to have the bearing done again correctly (and also it needs a new clutch). If your local KTM shop has the proper equipment and good tools, and has the correct service manual, they should be able to successfully repair the bike.

You cannot expect that a machine with that many moving parts will never break, all you can do is hope that that is the case. Even after a repair, the problem can re-occur. Sometimes it takes 3-4 visits before the problem finally gets corrected, with several levels of the corporation getting involved. While the manufacturer strives (presumably) to ensure that their product is defect free before putting it on the market, the fact is that some things aren't going to show up until there are thousands of products in use (in other words, yes you are doing some of the research/beta-testing for the manufacturer. Unless you waited for several years before buying your 390, you're going to be part of the development process). The manufacturer usually puts 10 or so products through a full life-cycle to see if they can reveal any flaws, but that is a terribly small sample size, and the process still takes several years to complete even if the manufacturer artificially accelerates it. In the US, as many as 1% of new cars sold (about 150,000) are considered "lemons" i.e. vehicles with unfixable issues despite repeated attempts. The rate of vehicles that leave the dealership with fixable problems, even serious ones, is considerably higher. My current vehicle, which I bought new, is a $65,000 high-end pickup truck, and has had to have the driveshaft replaced twice already with less than 12,000 miles on it. Unless you're buying a bespoke, hand-built vehicle, some percentage of products are going to have problems (and maybe even for the handbuilt ones; even Rolls Royce has service centers). The rate of new bikes with problems, even serious ones, is probably higher due to the higher stress that bikes operate under. The KTM Duke 390 is, realistically, the economy/cheap-entry-level bike in KTM's lineup. You cannot expect it to have the same fit and finish as, say, their 1290 Adventure Dakar or the SuperDuke. Some of the parts on the bike are going to be lower-quality. The fit and finish is going to be a little shoddier, and stuff is going to break.

Now, that's not to say that KTM shouldn't be doing a better job of fixing these things. If the problem can be shown to exist, or can be replicated for the mechanic, then they should be fixing the bike. If, for example, coolant is getting into the oil, then it's very easy to diagnose. The oil will look like a milkshake. Gas in the oil will just thin the oil out. If the sidestand switch is really the culprit behind engines shutting off on the highway, then it should be fairly easy to tell: have someone hold the bike up, with the engine running, while you poke at the sidestand switch and its wiring, and see if it's loose or if wiggling it causes the bike to shut off. As I noted earlier, don't expect the service manager at the dealership to be much help. He doesn't have the authority to acknowledge that there's a systemic problem, and likely doesn't have the technical understanding to diagnose problems (he manages mechanics and runs the administrative side of the service department, but may not be one himself). At best, he can collect your report and those of your fellow owners and pass it along to the corporate office. If the reports reach a particular threshold, then corporate may acknowledge that there's a legitimate problem that goes beyond expected quality control margins (yes, they fully expect that there will be some percentage of bikes that are "lemons", and the low-end bikes like the 390 will have higher margins), and either issue a Technical Service Bulletin or a Recall. But they can't go on one or two (or even ten or twenty) reports of a problem, especially if it's mostly anecdotal.

As I noted, your best bet is to get together as a formal organization, such as a KTM Riders' Club (or better yet, the Club chapters from several cities), and pool your findings: How many bikes are really having this problem? What steps have you actually taken to get the problems corrected? Document everything. If guys have had the engines torn down to solve the coolant problem, did that actually fix it? Was anyone's engine repaired poorly, so that it now has other problems? Once you have all of that, contact the corporate office through your club headquarters, by sending the General Manager or Regional Director a formal letter on club letterhead. Request a meeting with him by name, which means you need to get on the web and research KTM's corporate organization in India. Present your findings and press him for satisfaction. Don't be demanding, and don't be argumentative.

Believe me, I'm not trying to defend KTM. If there's a real problem, then I want you to get the best possible result, and that means you have to do some legwork. Remember, the service manager would prefer not to have to do a warranty repair on your bike, because that eats into his budget. He isn't necessarily deliberately trying to wait out your warranty, he's just trying to keep his numbers looking good. You have to try to get satisfaction from him first, by attempting to get the problem repaired, and documenting what he says (or doesn't say). You have to do some investigating yourself; neither the mechanics nor the service manager is an R&D engineer or QA expert, they will have basic diagnostic procedures they can follow but you shouldn't expect them to be capable of more complex investigations. Do some checking yourself: if you see moisture in places it shouldn't be, see if you can determine why. When you take it to get it corrected, don't just say "there's water in the display", also tell them that it looks like the gasket is cracking on the side (if that's the case) or that it looks like water is getting in though the connector, or whatever.

Let me just take a moment to re-order the issues you posted in the OP, along with my comments:

RPM shoots up to 3.5K during startup, settles down, again shoots up abruptly
Bike stalls while stopping at signal or when picking up from 1st gear
Engine kills itself when idling
Snatchy throttle response

All of these issues are likely symptoms of an issue with the ECU, more specifically the fuel/spark map. This particular issue is one I would spend some time researching out on the web, in Duke 390 forums. It's quite likely that this is being seen by many owners, and that at least in some countries KTM has developed a better ECU map that can solve these problems, and that KTM India just isn't aware of it yet. By collecting the information you find on those other forums, and (preferably) interacting with those owners from other countries that have experienced this and have found a solution, you will have something concrete you can present to KTM Corporate.

Coolant mixing with Engine oil
Randomly clutch slips and gear lever stays down while downshifting

Legitimate mechanical issues. The key will be the rate at which this is happening. As long as it's fairly rare, the best bet is to take it to the shop, get it repaired. Document everything, including your interaction with service and their attitude towards fixing the bike e.g. how many times you had to take it in before they did something. If they say the engine has to be pulled apart, so be it. Document it. If you can manage it, be present when they're doing it. Observe what's happening. Take pictures, but be friendly; don't act like you're gathering evidence for a lawsuit, but instead say you want to "see how it's done". Like I said, oil mixed with coolant is very distinctive-looking. Broken head gaskets or failed water pump seals are relatively obvious. If you see something legitimately wrong, and then the shop tries to lie to you, don't fight, just quietly document it all to present to KTM corporate (get names) and go try a different shop if possible.

TFT consoles turns OFF abruptly while riding
Colour ghosting seen in RPM shift band on TFT
Bluetooth connectivity of TFT with phone
Fog/Moisture/water inside TFT console, Lights and indicators
Random errors on TFT ( Low oil pressure, ABS failure, ECU failure)
Indicator start automatically during rainy season

These are almost certainly related, caused by contamination or corrosion of electricals due to water ingress. These should be reported to your dealer for repair, as you are already doing, and every instance documented. Document also the attempts the dealers have made in trying to resolve the issue, as well as any refusals. The manufacturer cannot expect that their bikes will never be ridden in the rain. Indeed, KTM made a particular point of testing the 200 in deep water to ensure the bike wouldn't have problems with water in the exhaust when ridden during the Indian monsoon. This is a great issue to take to Corporate, since it (more than the other issues) reflects a design failure and subsequent lack of response by the company, and involves one of the more expensive components on the bike. This might also be a good issue to think about taking to the Indian motorcycle media, or at least to mention to KTM that you (as a Rider's Club) are considering taking to the media. Negative publicity can be more expensive than fixing the issue and solving the design problem.

Engine kills itself while in motion

This is very likely due to a dirty or loose sidestand switch, rather than an engine fault or ECU problem. Before taking the bike to the shop, carefully examine the switch yourself. Check the connections to ensure that they are not loose. Check the action of the switch to ensure that it is smooth and also does not exhibit excessive looseness. Make sure the switch is firmly attached to the frame. With the sidestand up, make sure that the switch is fully engaged and that moving the sidestand up and down (to the degree it might bounce on a rough road) doesn't cause the switch to disengage. The switch should have an adjustment mechanism similar to the switch that activates the rear brake light. If necessary, clean the switch and adjust it so it stays fully engaged while the sidestand is not deployed (yes, this is normal maintenance, not something the shop needs to address). If the switch is broken or loose, or the wire connection is loose, and you can't tighten it yourself, or if it has some kind of dust cover and the cover is cracked or broken, then take it to the shop for replacement, and be specific about what you want done. Alternately, unplug the wires from the switch, and jumper the two wires together permanently. Many many bikes have unreliable or fragile sidestand safety switches, and they are a common cause of inconvenient engine shutoffs. Bypassing the switch will not cause any problems, other than you now *have* to remember to ensure the sidestand is up before moving.

Lights stay ON after key removal

Check to ensure that the light isn't just on temporarily. If it really stays on for more than a minute or so, try inserting the key in the ignition and just wiggling it a bit. It may be that the ignition cylinder is a bit loose and still making contact with the wiring harness. If the light shuts off when you wiggle the ignition a bit with the key, then it needs to be checked and the ignition cylinder probably replaced, as it is causing a short and could cause a fire. Take it to the dealer and describe the *entire* situation e.g. the light stays on when the ignition is off, *and* wiggling the key can get it to turn off, and that it is apparent that there's a short in the ignition switch. If the light goes out on its own, it may just be the bike's programming.

Throttle getting stuck

Possibly a pinched cable. Check the entire length of the throttle cables from the handlebar to the throttle assembly. Make sure that the cables aren't pinched, kinked or caught on anything. Reroute the cables if necessary so they aren't in danger. Assembly errors happen. Alternately, possibly inadequate lubrication of the throttle assembly on the handlebar, and/or inadequate cable lubrication, and/or throttle plate jamming. Disassemble the throttle unit on the handlebar. Check to see if it is lubricated at all. There should be at least some grease inside between the surfaces that move against each other. You may have to check the service manual on this to see what is recommended. If the throttle assembly is inadequately lubricated, apply grease as directed by the manual, and document the issue. If you have a lot of bikes like this (like most of the KTMs belonging to people you know) it's possible that someone on the assembly line isn't doing their job. If you really want to pursue it, set up that meeting with corporate and show them all the bikes with no grease in their throttles (assuming it's supposed to be greased). At least they can get the assembly line checked, and maybe send a notice to dealers to ensure it gets greased during sales prep. For the cables, get some powdered graphite (comes in a tube like toothpaste) and squeeze some down inside the housing of both cables. Work the cables back and forth to ensure that they move freely. Lastly, with the cables disconnected, make sure the throttle linkage moves freely through its full range and doesn't bind. If it does stick, and it's just due to a loose link or something getting caught on something else, and you can fix it by bending a link slightly or otherwise adjusting something basic, then just do it. This is part of your maintenance duties. If the problem appears more serious, or if the linkage is fine but the throttle plate itself is binding, take it to the dealer, and be specific about what's happening. Document the response. If this is happening to LOTS of bikes, then it's corporate meeting time. Otherwise, you have to chalk it up to variations in parts and owning what the manufacturer considers an entry-level bike.

Screeching sound from front brakes

Your brakes are probably improperly bedded in. KTM still considers this a "peformance" bike even though it's entry-level. That means they likely equipped it with high-temp semi-ceramic or full-ceramic brake pads, which are intended to be capable of withstanding high heat. Under light use, these pads will acquire a light glaze, which combines with brake dust to make that screeching sound. There are aftermarket kits that can dampen the screech, and you can try my brake bedding technique (in the Braking thread in the Safe Riding subforum on this site). Or you can replace the pads with a softer organic pad, but expect that the brakes won't be quite as effective under hard braking or extensive use. This is a somewhat common symptom on performance-oriented bikes, and is considered "normal".

Headlamp unit vibration
Sprocket kit durability
Colour fading on levers and chassis
Wordings near keyhole have faded

Sorry to say, but your bike is really considered a "beginner" bike in the rest of the world. Either it will get ridden for a year or so (or less) and traded in on a bigger bike, or ridden by someone who is unlikely to be critical of the bike's quality. It's going to use lower-quality materials and be engineered to keep the price down wherever possible. Additionally, you live in one of the most damaging climates in the world: high heat and extreme UV exposure during the summer, extreme moisture during the monsoon, and significant air pollution. Things like the paint peeling and the control lettering fading are annoying, and if it's happening to LOTS of bikes and over a very short time e.g. within a couple months of purchase, and the paint is peeling off in large patches rather than a little bit here and there, then you might be able to hold KTM's feet to the fire, but you'd need to be able to show that you're keeping the bike clean, waxed, and protected from the elements whenever you're not actually riding, and that there's nothing around the area where you keep the bike that could be inducing finish damage. There's just too many variables there.

As for the headlamp and chain/sprocket: if KTM says in the Owner's Manual that the chain should be replaced every 8000km, then that's the interval. Be thankful you're not on the interval they recommend for their offroad bikes, which is a new chain every 2-3 races (about 50km total) and new sprockets every 2-3 chains. The Duke's chain is exposed to the elements, and as noted you live in a harsh climate. Combine that with the need to keep costs reasonable i.e. the lightest chain they can get away with, and you're going to have short chain replacement intervals. KTM might have sprockets and chains in their "power parts" section that are tougher and more durable, but bear in mind that even here in the US, most bike owners expect to replace their chains about every two riding seasons, or about every year if they're somewhere where they can ride year-round. Chains wear. And your bike is a single-cylinder bike built to a low-cost price point and with an eye to light weight. The headlamp is going to vibrate. What did you expect for so little money? And yes, I know 2.3Lakh seems steep. The same bike here in the US costs twice as much (market pricing), and is still considered a budget/entry-level bike. KTM just isn't going to spend the money to use more expensive paint techniques or higher quality paint, or the same grade of ink or other parts that they do on their mainstream bikes for the rest of the world. So unless your headlamp falls off regularly, or the paint is peeling away in large patches, or your chain barely lasts 1000km, these are issues that you are going to have to accept as being the kind of thing that low-end bikes experience, especially if the manufacturer has concentrated its design budget into things like expensive suspension, higher-performance brakes and wheels, fancier electronics and a (theoretically) higher-performance engine.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

You are spot on. Kudos to the effort of posting such an exhaustive post.

1. 2017 390 duke engines is the almost the same as that of older d390s. So if they had so many years of experience in 390s engine then why should we be the beta testers? Let alone all the fancy stuff. My engine cover was opened to change the rubbers right within 1000kms on odo. The service manager had bought some special rubber from ktms factory and told me we will use this now. From that point onwards the issue stopped. Now what I want to ask is if ktm had that part why wasn't it used when my bike was manufactured in the factory? Many had this issue which KTM termed as seepage. I said it was leekage, and I was given the solution. For others with the same issue, ktm never bothered to replace that part, coz that owners were satisfied with the seepage explanation they gave . This is the issue. They know that there bike has a problem and still don't want to announce a recall. If other manufacturers in India can announce it why can't ktm do? It's a performance bike.

2. Personally I have everything documented. I even have given feedback on service centres feedback form as to what issued were reported and which is still not solved.

3. Every little issue was communicated to KTM via email and text messages to the concerned area service head. That too in a very polite manner. They just asked us to bring the bike to service centre and told us that it will be fixed. But that hasn't happened. I have been to service centres for fixing my issues, I have wasted many days going there just to find that the problem comes back again.

4. I haven't stressed much on the software bugs coz I am an engineer and I know how software bugs can come up. But after several attempts to fix something, they spoil the thing which was working fine earlier.

5. And no the throttle cable (RBW) is not the reason why the engine kills itself while in motion. It's the engine kill switch that's surely at fault. It's an important part and i can say ktm has definitely cuts corners in this part too. That's what hurts the most. It can be a life threatening issue. Ktm should atleast call back to fix this and some more issues related to engine. Everyone has this issue, some are sold to the stories made by KTM, some are isolated and cannot voice their concerns, some don't bother, some like us know how deadly it can be. So we are voicing our concerns now via forums. Why? Because KTM is not responding to emails and calls.

6. For us in India, 260000 is definitely not a small amount. Going to service centres every alternate weekend is too much. Believe me, in India other manufacturers too sell bikes and good bikes. I won't compare apples to oranges but still there is a vast difference in the quality. Here I can blame Bajaj quality process for sure.

7. As you said we must do research and convey it to KTM. We have done that but never got any response from KTM. And we really tried hard to get solutions from them.

But as you said we are in a process of making a bigger group and we will definitely visit the head in ktm factory.

We had even asked for a face to face meeting with all India service head, but it wasn't replied as well. So how much patience can one have?

Anyways really appreciate your inputs though. Cheers!!

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now


1) It may be that the replacement part became available after manufacturing, and it may be a part specifically designed to cure a "seepage" problem only in those units that actually have the problem. If the part costs more, and only a small percentage of bikes actually need it, it's not cost-effective to switch out that part on the assembly line. It might even be that the part shouldn't be used *unless* the engine experiences seepage i.e. it may be that on some small percentage of engines, that hole is machined slightly too large due to production tolerances, and that the new seal only fits in the oversized holes, but won't fit an engine that's within tolerances.

2) Unfortunately, you're still just one person out of tens of thousands who own that bike. It may be that you're just the unlucky customer who ended up with one of the expected QA failures. If you can get a few hundred (or more) additional documented examples of these problems, you might be able to get KTM to listen, but by yourself, unfortunately, you're just part of the statistically-expected outlier group, no matter how well you've documented things. The only recourse you have for just your own individual case is to try to get the regional manager to sit on your local service manager to fix the problems. it's only cumulative records of problems that are going to get any manufacturer to start making blanket remediation.

3) Again, the local service manager isn't going to be a whole lot of help. If your usual service center isn't fixing the problem, don't keep going back. Go to another service center, and write to the regional manager explaining your dissatisfaction with the old service center. If there isn't one conveniently available, then escalate to the regional manager. Otherwise, give the new service center time to try to solve the issue. If neither one can solve it or refuses to, then escalate.

4) As above, if legitimate multiple repair attempts aren't solving, then escalate. If you have a large group all with the same problem, and all have tried multiple times to get a fix, then you have ammunition to go to corporate.

5) I never said the throttle cable was killing the motor. I said the sidestand switch probably was. My throttle cable info was in response to the report of a sticking throttle. It's unlikely the engine kill switch on the handlebar is the cause of the motor shutting off, though not impossible. However, the sidestand switch is a common culprit for this kind of issue, and is often overlooked.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

I will post only one example of the responses we are getting on emails( image attached) You make out from the image what we users are going through and many shall follow.

And no, I am not alone. Even I thought so at first. I can assure you as much as 80-85% have these issues. As i have stated earlier, out of 80% , 30% people dont have much knowledge about bikes and so are fooled into beleiving the stories that KTM service guys tell them. Out of the remaining 50%, 20% might be of the belief that only their bike has the issue so they didn't complain, now out of the remaining 30% , 15% might be those who have enough money to just sell off and buy a new bike when it develops issues. Now the remaining 15% are people like us who are struggling to make KTM hear our issues and get them solved. It is the customers right to ask for the root cause analysis if a product is failing, which KTM is failing to provide. Says a lot about the internal policies.

Now we are extremely sure that all are manufacturing defects. No debate in this part.



PS: By area service manager, I mean that guy is a west zone service manager (west zone of India). So he is in direct contact with factory engineers. All the service centres are in his command












I can post N number of proofs for all the issues, but I do not wish to clutter the thread with images and videos. These images and video dont belong to my bike. If anyone needs I do have for my bike too. Its just says that all the issues are common.

[MENTION=23793]mod[/MENTION]S: You may please delete the embedded video if against the rules.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

This nonsense attitude of KTM is what made me sell my 2014 duke 390. I have faced 80% of the problems listed in the first post on this thread and on top of that I've also had my chain replaced at 3k kms and had my radiator replaced because svc mechanic thought the best way to leverage a radiator into position on the bike is with a screw driver which went straight through the radiator fins like a javelin.

Immature, untrained morons who are a sorry excuse for svc mechanics are the reason I sold my bike. And now one of my friends has bought the 2018 duke 390 which also has all of the issues listed in the first post and also has a odo resetting problem where it resets every 200 odd kms, breaking screws that need to be drilled out every time because they are too weak and a fuel gauge that shows full tank one minute, half the next and empty when the bike has 75% of the tank full of fuel. But my friend is a KTM bhakt so can't get him to admit that the bike has faults. But good initiative from you guys please keep it up.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

Added a draft letter in first post. Kindly check and contribute if possible.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now


I totally agree to your point. We just cannot pay a premium and live with a thought of what might fail next.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

The way things have been failing, I shudder to think what will happen after two years. We will have to shell out a hefty amount over and over again.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

I have had most of the issues mentioned here, the coolant mix was something that gave me sleepless nights for months. I had to literally take the bike to SVC every weekend. After 3 or 4 visits, they changed the gaskets. It was alright for around 6000kms and now the problem is back again. I topped coolant some 100 kms back and it's empty already. Come on, we 2017 D390 owners have to get together and send something to KTM!

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

True. I have seen people saying 2018 batch is smooth and all. Earlier till 5000-6000 kms no problems except tft issue was seen in 2017 dukes. So it's too early to say 2018 batches don't have issues. Only time will tell.

Let's see.. we are trying our best to make KTM reply.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

Just wait for them to get the truth. I' m pretty sure that problems like the screen reboots or the clock time that isn't correct (this is up to v39 of the firmware) or the ware off of the paint in rims are just a few things that will make someone with the 2018 version, to realize that the changes are minor from the 2017 version.

Re: D390 2017: Ktm has no solution, no recalls, no deadlines :: Protest begins now

Got all seals and gaskets replaced for the second time from KTM Service Center. The assured that it's going to be alright from now on and since it was not in this particular service center they changed my bike's gasket previously, they can't say how well they did the job and therefore they are doing it once more supposedly perfectly! And in any case if it happens once more, they promised me they are going to ask KTM engineers to come over!
Last time while I had my seals changed, they changed the oil for free even though it had no visible coolant mix. However this time I was charged for oil. No worries as long as the coolant leakage is fixed!
Already opened the engine 2 times in 9 months/15000 kms!

NB: Never in my life a non Jap bike again!