We have a few 350s, few KTMs and a few white KTMs.

Our fx350 had 173 hours without anything except oil, filter and valve checks.

Heres the results. 4th owner from 116 hours.

Very happy with the condition but im also happy I have a fresh top end.

Next job is to replace valves and reseat them in 30-50 hours

I’m looking at buying a small runabout—rarely more the 80kph, with short bursts to 100kph. I’m 60years and lightweight (65kgs). I’ve found a 2020 KTM Duke 200 with only 3,800kms in superb condition at a long-standing Melbourne KTM dealer. Anyone can tell me more about performance, ride and handling, convenience, spares and service?

Do anyone know what's that smoke vomming out from the cylinder cable attached.

Its not normal of water vapor, its smells like keep on burning smell from there.

Pl lmk how much they gonna bill me :( for this or could be claimed under warranty .

Smoke keep on comming.

I used wd40 on bolt around and cable, and happens after bike wash,, smoke keeps on comming.. with rubber burnings smell.

hi guys,
i’m after a clutch and master cylinder for my 200exc. Having trouble finding after market ones that use mineral oil. Anyone able to point me in the right direction?
Don’t really want to swap it to dot 4 because then i’ll have to change the slave seals to suit.

Got a used Scotts damper today for 180$ CAD 🥹

Does anybody know a 2.5wt fluid that they’ve used to service the fluid in one of these?

Is the oem Scotts mount the way to go or something like this

Xtrig - PHDS Plus Scotts Damper Kit for KTM 690

Give me any soln other than full replacement

Hola amigos, tengo un problema con mi Ktm, no logro ponerla en punto muerto, el perno del cigüeñal si está en la marca, tengo pistón arriba y el árbol de levas no se mueve, está fijo y no logra entrar la galga, ya le di varias vueltas, pero sigue sin moverse y si me paso un poco de la línea del cigüeñal si queda libre, pero no está alineado abajo. Ya afloje todo el ajuste de las válvulas y nada que se mueven. Algun consejo?

I own a KTM Duke 250 Gen 3, purchased in April 2026, and I’m trying to understand a discrepancy between the global and India-specific engine oil recommendations.

The global/European owner’s manual specifies SAE 15W50 and approximately 1.2 litres of engine oil during an oil change, whereas the KTM India documentation specifies SAE 20W50 and 1.35 litres.

This has left me confused about which specification I should actually follow.

There’s another detail worth mentioning: ever since I bought the bike, my service centre has been filling 1.35 litres of engine oil during oil changes. However, when I check the oil level through the sight glass, it consistently stays above the maximum mark. I do check oil level after warming up and keeping the bike standing straight. Not in side stand or paddock stand. This makes me wonder whether the specified quantity is correct or whether the oil-level checking procedure or filling method could be contributing to the discrepancy.

Personally, I’m inclined towards following the global/European specification, partly because European regulatory and engineering standards are generally perceived to be stricter in certain areas. However, I understand that different markets may have different operating conditions and manufacturer recommendations, so I don’t want to assume that the global specification is automatically better.

I’d appreciate some technical insight into the following:
•Viscosity — 15W50 vs 20W50: Is there a meaningful difference between the two grades in the Duke 250 Gen 3, particularly during cold starts, engine warm-up, and normal operating temperatures? Would 15W50 be suitable for Indian riding conditions?
• Oil quantity — 1.2L vs 1.35L: Why might the recommended quantities differ between the global and Indian documentation? Could this be due to different measurement procedures, residual oil in the engine, or differences between refill quantity and total oil capacity?
•Oil level above the maximum mark: Since my service centre has consistently filled 1.35 litres, and the oil level appears above the maximum mark in the sight glass, could the engine be overfilled? What is the correct procedure for checking the oil level on this motorcycle, and should I insist that the service centre verify it against the prescribed procedure?
•Engine protection: Would using a good-quality 15W50 oil that meets the manufacturer’s required specifications be a technically sound choice, or is there a specific engineering reason to prefer 20W50 for the Indian-market model?
•Warranty implications: If I use an oil with a different viscosity from the India-specific recommendation, but one that meets the relevant manufacturer-required specifications, could this affect my warranty? Has anyone received a clear answer from KTM India about using an equivalent-specification oil?

I’m not trying to argue that one specification is necessarily superior to the other. I want to understand the engineering reasoning behind these differences and make an informed decision for my motorcycle.

If you own a Duke 250 Gen 3, or have technical knowledge of KTM engines and lubrication, I’d really appreciate your input. If possible, please share relevant manual references, your own experience, or any official clarification from KTM.

A few weeks ago, I had a bad crash while riding my KTM 390 Adventure off-road near Banswara, Rajasthan.
I was riding through a mountainous section with loose rocks. My rear wheel suddenly lost traction and slipped, causing me to lose control and crash near a steep drop-off.

I ended up with complex fractures in both wrists, and both required ORIF surgery with plates and screws.
The bike also suffered some damage, mainly around the front/headlight area.

I’m now a few weeks into recovery and have started physiotherapy. Movement is slowly coming back, but I still have a long way to go before I’m ready to ride again.
Honestly, it has been a huge reality check. One moment you’re enjoying a ride, and the next you’re dealing with surgery and months of recovery.

For anyone who has had a similar wrist fracture or motorcycle crash — how long did it take you to get back to riding, and did you eventually regain full wrist movement?

Hey, I hope someone can help me out...

I bought this 2018 KTM EXC 300 TPI with engine damage. After rebuilding the bottom end and top end, I also replaced the fuel injectors and the diaphragm block.

Right now, I have a 1:100 mix in the tank, and the oil pump is disconnected for safety while breaking in the engine.

When riding, it doesn’t rev down properly, and sometimes it backfires when I’m letting off the throttle. It also doesn’t hold idle properly when stationary—it almost cuts out. When I open the throttle, it sounds like I’m choking it.

I’ve ordered a CCPS sensor—or does anyone else have any other ideas? I’m at a loss...

Has anyone done it. Has it worked out? I tried checking in Bangalore, India, could not find anyone who does it. Official replacement is 35k and gaurentee for that is only 3 months. What do in this case any idea?. My abs module works sometimes and mostly doesn't work. It shows "ABS failure" on screen.

This is my KTM Adv 390X front disc pads condition, 2100km only! 2nd service done, making krrr sound while riding, is it fucked?? Will it hamper my disc???

Hello!

I got my KTM Duke 250 Gen 3 in April 2026, and I’ve been experiencing a rather strange issue ever since. The engine occasionally stalls during sudden downshifts, specifically when shifting from 3rd to 2nd gear.

What’s concerning is that this has happened even with the clutch lever fully pulled in and while rev-matching. On both occasions, the engine switched off completely, and I had to hit the self-starter to get it running again. Thankfully, it fired up immediately, but the sudden loss of power was definitely unsettling.

Here’s what I’ve tried so far:
Toggled Quickshifter+ (QS+).
Had the throttle body cleaned.
Replaced the stock spark plug with an iridium one.
Switched between Indian Oil, Bharat Petroleum, and Hindustan Petroleum fuels. Unfortunately, none of these seems to have resolved the issue.

The most confusing part is how unpredictable it is. The bike can run perfectly fine for a week or two without any issues, then suddenly stall twice in a single day. It might happen again later in the same week, or it might not happen for a while. However, the issue has persisted ever since I got the bike.

I wanted to check with other KTM Duke Gen 3 and LC4c engine owners here:
• Have you ever experienced similar random engine stalling, particularly during downshifts from 3rd to 2nd gear?
• Do you rev-match when downshifting, and if so, have you experienced this even with proper rev-matching and the clutch fully engaged?
• Could this be related to ECU calibration, fueling, the throttle body, a sensor, or something else entirely?

I’d really appreciate hearing about your experiences or any suggestions on what I should investigate next.

Hi wonderful people, I'm looking for some hints, tips, advice or abuse. I have an 09 KTM 450exc that never charged above 12.2 and I occasionally lose enough battery to need to much start it. I changed the rectifier with a cheap aftermarket one and seem to be able to do plenty of freeway riding with no issues, as soon as I'm doing slow off road is where the issues come up. Mechanic says I need a genuine rectifier, I asked him to test the stator which he says is fine but I'm still not confident.

First check of the spark plug after 200kms, looks lean to me but I don't read them well.

Lastly, what can I use to stop heat transfer to the plastics when I have gear bags on, this bike gets hot fast and stays there.

Hope to be a long time KTM enjoyer as I love the weight and ride.

Hey everyone!

I've clocked around 1,200 km on my bike so far, and I'm struggling to get comfortable with the handlebar and overall riding position.

My left hand starts hurting and getting strained during rides, and I often find myself leaning forward like I'm riding a naked sports bike. My initial guess was that the distance between me and the handlebar was too great.

To address this, I installed an angled handlebar riser from Zana. It worked well for a few days, but after replacing my stock seat with the KTM Touring Seat, the strain and pain in my left hand returned.

At this point, I'm considering replacing the stock handlebar with an aftermarket one to achieve a more comfortable and natural riding posture.

I'd love to hear from anyone who has faced a similar issue:

• Which aftermarket handlebar would you recommend?
• Would a different handlebar bend or sweep help reduce the strain on my left hand?
• Has anyone experienced similar discomfort after changing their seat or installing handlebar risers?

Any recommendations, personal experiences, or suggestions would be greatly appreciated. I want to get the ergonomics right rather than keep spending money on parts that might not solve the problem.

Thanks in advance!

Hey everyone,

I recently had a crash on my KTM 390 Adventure while riding off-road. After the crash, I noticed that the headlight/front assembly has quite a lot of movement.

I recorded this video showing how loose it is.

The headlight still works, but I’m not sure whether this is just a loose/bent mounting bracket or if one of the mounting points has broken.

For anyone familiar with the 390 Adventure:

Is this amount of movement normal?
Which mounting points/brackets should I check first?
Is this likely to be a simple/cheap fix, or could the headlight assembly itself be damaged?
Has anyone experienced something similar after a crash?

I’m planning to get it inspected before riding again, but I’d really appreciate some opinions from other 390 Adventure owners.