I haven felt that but I have had it at low rpm’s just cut out for a second. Almost like I hit the shifter and it cuts the ignition to shift. The first time it happened I thought that was what hp but its happened three times now And I’m not so sure that was the issue.

 

I haven felt that but I have had it at low rpm’s just cut out for a second. Almost like I hit the shifter and it cuts the ignition to shift. The first time it happened I thought that was what hp but its happened three times now And I’m not so sure that was the issue.
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Hmm, weird. Seems like modern bikes having great fueling are a thing of the past. I get the emissions argument, but stupidly tall gearing seems to be on all new big bikes these days. Just how many 2022 SDRs are on the road compared to F150s...? I have yet to see another SD 1290 REVO on the road or at the track.
Putting some $$ money into the brakes as I like the stopping power but system has zero feel. Will post some pics when everything installed.

 

Yep, It occurred on my 2017 GT. Ended up being a bad coil. Replaced all 4 coils and spark plugs to get it to go away.

Best,

Doc

 

Yep, It occurred on my 2017 GT. Ended up being a bad coil. Replaced all 4 coils and spark plugs to get it to go away.

Best,

Doc

Thanks very much for replying. Bike is going into dealer for brake goodies so will have them look into it. Luckily I have a very good dealer. Half of the sales & parts guys race
Cheers!

 

My boot keeps hitting the shift lever (quick shift) , causing my bike to cut out when I don’t want it too. Ha ha.

 

My other guess (besides @GaryCulb 's confirmed issue) is a bad TPS. In those upper RPMs at X throttle position, I am wondering if the TPS is sending the correct value, or because of the revs the TPS sensitivity is impacted somehow (I mean...it should not by this stage of DEV. Should be a tried and true science). Another possibility is a vacuum leak only at those RPMs when forces are the strongest. A Dyno may help determine as they can test at those rpms and stress in a stationary manner

 

Had a conversation with Rottweiler & they said that Power Commander isn't working on a PCV6 for the 1290 REVO, so instead Rottweiler are looking at ECU options.

 

I had weird high rpm issue, figured it was boot putting pressure on gear shift lever causing the quick shifter to kick In without a shift being made as mentioned already.

 

Haven't had that particular problem, although I have the bike in GP Shift. Bike is in for her 1st major service & getting all emission restrictions removed, so hopefully she breathes a bit better.

 

I would check throttle body synch. One cylinder could be pulling the other slightly.

 

check throttle body synch

The SDR throttle bodies are flow benched and fixed at the factory, so there's no guide from KTM on how to do it. Effectively, SDR's (apparently) never need a sync.

 

The adjustment may have to be done on the factory computer, but one of the Rotty kits includes capped vacuum hoses for checking synch that run to each throttle body. Are the brass vacuum nipples no longer part of the newer models?

 

The adjustment may have to be done on the factory computer

The dealer's can't do it because they software supplied by KTM wont allow for TB sync due to it being fixed after the flow bench. You can't (and shouldn't) attempt to adjust it because KTM hasn't released a procedure for doing it properly. Their claim is that after the flow bench it never needs adjusting. This is also the case for BMW's. Having said that, I adjust the TB on my GSXR every 20k because I have software that unlocks the IACV allowing me to use my vac gauges. Unfortunately, KTM does not even allow the dealer to do this.

 

I noticed the engine "calmed down" and ran smoother and slightly quieter once the
TBs were in balance.

Has KTM somehow made this procedure impossible with newer models?

 

I've watched that vid and it rings alarm bells for me. Look at the carfluffle he has to go through. Ask yourselves why KTM does not put TB sync in the service schedule, and why dealers aren't given the parameters or the necessary software to do it properly. Now, much of my experience comes from tuning my GSXR, not the SDR, so maybe I'm reading this wrong, but with the GSXR you can go through the motions of a TB sync without software, even get the gauges to appear sync'd, but when you use the software to unlock IACV (as per procedures) they go out of sync again. Why? Because the ECU was reading the vacuum wrong at idle. Also, I have to run a TPS and IACV adaptation after the sync, again using the software. So how do we know the SDR requires something like that to get it to sync properly? We don't, but if anyone wants to follow this YouTuber's methods, then go for it and see where it takes you. Oh, and post the results too

 

What's the carfluffle? And what IS a carfluffel? If he had removed the tank and used an aux. fuel source, it may have been even easier.

It seemed pretty simple to me, other than access to the fasteners you need to turn to adjust. When he balanced the vacuum of the two throttle bodies, I could hear the engine settle into a smoother, quieter idle with the cylinders not fighting each other. You said it couldn't be done, but there it is. The results are in and you can continue to believe what you want about KTMs similarity (or lack of) to Suzukis, but that's irrelevant here. I asked about changes made by KTM to make it more difficult with later models and you had nothing to say other than a bunch of electronic wizardry that has nothing to do with KTMs. I trust that Rotty provided the means in one of their kits to check TB balance for a reason.

KTM told my dealer they didn't want them working on ANY non-stock machines. They play it notoriously close to the vest when it comes to engine mods, tweaks and tuning, but many owners and aftermarket suppliers are succeeding in doing it anyway. It would not surprise me if the factory made it even more difficult with successive model years. I couldn't honestly say whether newer "gens" have even more roadblocks to changing any engine parameters. But "1st gen" 1290s can benefit from synching the throttles. And it CAN be done despite all your Suzuki experience and knowledge. If seeing it and hearing the difference doesn't convince you, I doubt anything else would either.

 

C'mon Hammerhead, take it easy mate, it's not about seeing how far off the floor you're dangling. Of course, we're all free to do as we please. So please, do whatever you like, and post the results if you ever attempt it.

 

I don't know what that means, either. You said it couldn't be done, even by a dealer, but some shade-tree type owner did. I'm not sure KTM hasn't thwarted such efforts with newer models, but my '17 GT seems eligible. If I do an SASectomy over the winter, I'll definitely check the vacuum balance since I know it's possible.

 

You said it couldn't be done, even by a dealer, but some shade-tree type owner did.

Correct, which is in the context of the OP writing about a Gen 3. You're harping on about a Gen 1 from the YouTube video, which is like chalk and cheese (if you don't understand my phrases get ChatGPT to translate for you). The dealer's can't and won't attempt a TB sync (for LATER gen's) because KTM doesn't give them the parameters or software. Go ahead, talk to a dealer about it. But hey, if you give it a crack on your 17GT (is that equivalent to a Gen 1 SDR??), post the results! And I'm especially interested in anyone who's done this job on a Gen 2 on - definitely post the results. Anyway Hammerhead, good luck with it all, I'm signing out of this thread.

 

Correct, which is in the context of the OP writing about a Gen 3. You're harping on about a Gen 1 from the YouTube video, which is like chalk and cheese (if you don't understand my phrases get ChatGPT to translate for you). The dealer's can't and won't attempt a TB sync (for LATER gen's) because KTM doesn't give them the parameters or software. Go ahead, talk to a dealer about it. But hey, if you give it a crack on your 17GT (is that equivalent to a Gen 1 SDR??), post the results! And I'm especially interested in anyone who's done this job on a Gen 2 on - definitely post the results. Anyway Hammerhead, good luck with it all, I'm signing out of this thread.

Perfect, because your meaningless kerfuffle (whatever grandma meant by that) of non-answers and techno-babble is a waste of time. Chalk that up to your cheesy attempt to avoid admitting you were full of it. I asked the difference in equipment on a newer model that prevents by it's absence checking the throttle balance and you came up with bupkus bs. Good riddance. Parameters and software for turning an adjustment screw. Pay no mind to the man behind the curtain.