950 Issues

26 Май 2015 | Author: | Комментарии к записи 950 Issues отключены

Known Design/Quality Control with the 950/990

These are that have proven by causing failures in members’

The KTM 950 Adventure was designed and built by with the primary objective of a light weight, versatile that handled well on dirt and pavement. The engine was to be light, narrow, and torquey, yet rev freely. You will no doubt similarities between the LC8 engine and a of the Austrian Engine builder creations.

This is no coincidence, as of the original KTM design staff was up of former Rotax engineers.

Early bikes ’03’s or the (read silver or orange S) issue updated parts the issue (different oil jet, rod and ultimately complete new assembly) was a Tech Bulletin issued addressed the oil jet issue. Symptoms creeping, dragging clutch. We that bikes that retrofitted with new push rod and jet and a new clutch pack no longer symptoms.

Romeo Feliciani mechanic) listed the items he to modify to make Fabrizio’s 950 Rallye bike reliable and He lists some interesting to the clutch. You will find it at link.

Clutch Pressure Bolts:

2006 2007.

models: 950 Adventure, 950 Adventure S, 950 950 Supermoto R, 950 Super Enduro R, 990 ABS, 990 Adventure S, 990 Super Improperly torqued pressure bolts from the factory. A tech bulletin was issued instructions on properly torquing the

The results of the bolts backing can be a outer clutch cover and bolts. I suggest checking bolts on ALL years and models. they have been checked and re-torqued if required, no checks have been as needed.

Note: Loctite is NOT on these fittings.

Clutch Cylinder:

All years. A number of have experienced clutch cylinder failure. It appears as high heat and a single design piston combine to failure. The fix is a newly designed replacement by Evoluzione. There is a group led by RedRupert working on a design spacer that hope will cure the problem with the OEM slave.

This thread will that project in detail. part of the heat problem is due to the small amount of fluid in the There are fixes in the works, but the bet in the meantime is to replace the clutch regularly (probably at each oil

Some members have good results with the unit.

Water Pump

Early bikes ’03’s or the water pump circlip impeller) not fitted properly few bikes suffered this). overheating, impeller wearing on black residue in coolant/tank. (if impeller wasn’t worn was not your issue) repair was to impeller and properly fit circlip. We are seeing this from to time.

In one reported case, the bearing retaining circlip CIRCLIP DIN472 D=24X1,2) was It was undetermined whether it was missing manufacture or from a previous as the reporting owner was not the original.

pump shaft wear :

All A large number of 950 Adventure have had waterpump seals A large number have NOT had this problem. This seem to be as much of an issue the 950 SE or SM, or the 990 SD and Adventure engines, though we seen a few.

There may be correlation with left casting sand in the engine breaking loose and getting the seal causing wear of the shaft. The fix, for now, is of the seal and shaft. The latest of the seal is made of Teflon, has a higher temperature and wear capability. KTM now lists replacement of the and inspection of the shaft every km for the 950 Adventure models.

Another remedy has been to thoroughly the cooling system to get rid of the sand. I removing the pump cover and the water jackets directly the block through the two exposed A small flexible brush as a gun cleaning tool) will aid process.

Follow-up with a thorough of the radiator and hoses. It is important there is no sand left to the seal and shaft. Note quote from Tech 0544 — April 15, :

Additional Information:

In the course of the service please check the cooling reservoir for sand from the casting process. If is the case, drain the reservoir and the cooling system and carefully the reservoir and radiator cap before the motorcycle.

Here is a link to an about overhauling the waterpump and flushing the cooling system.

As in the waterpump rebuild article in the Garage section of the HOW, makes a replacement hardened for the waterpump. So far, it looks to obviate this problem all of the casting sand has been from the system.

Ignition Mount:

This only to a small number of engines before May of 2003 and an even number of bikes that the factory after that with the early engines. engines were built keyless crankshafts. All later were built with crankshafts and are not required to perform

Tech Bulletin 0305 was to address this and a number of issues.

Freewheel bolts: have been several of one or more of the bolts holding the assembly to the generator rotor up, and in a few cases backing out far enough to contact with the stator. has resulted in damage to the stator, and in at one case, the sheering off of one of the bolts. A Bulletin was issued on October 16, that addresses this

Since it is such a critical it is suggested that ALL 950/990 check their bikes as in the TB. Note: Be sure to use Locktite 648 as We have had failures caused by lesser products in this

Chain slide guard:

issue was first addressed by a Bulletin in May of 2003. It has recently up again with some Adventure models and is addressed in Tech Bulletin 0795 One or both of the screws holding the slide guard to the swing arm been known to loosen and out. The result is the possibility of up the chain and causing the rear to lock.

The recommended fix is to remove and the suspect screws, then with locktite 243 and torque to It would be a good practice to do on all years and models as PM.


All years of 950 Adventures not very but we’ve seen some maybe. normal symptoms are of system. ie: overheating, coolant not etc. Fix: new cap. will not find coolant in oil due to this one. ). May be related to sand in the system lodging in the seal and under the return If your cap is doing this, are the sand is also eating up the shaft as well.

Do a proper of the cooling system ASAP. It may be too late for the waterpump seal. your coolant level and be ready to replace the seal and Might not be a bad idea to do a preemptive of the waterpump anyway.

It’s easier in your’s (or the dealer’s) than it is along the trail.

head gaskets:

Early 03/04 symptoms- coolant while temp. operating (coolant is being pressurized by gases) this occurred at extended high RPM usage. A Bulletin was issued calling for of redesigned head nuts and Repair includes new head nuts, washers etc. bikes have different numbered heads).

FYI many dealers had trouble this one as very aggressive use was to cause symptoms easiest to on dyno buy holding at 8k rpm for 5-10

Starter Torque Limiter:

2005.5 — 2006. limiter slips with a clacking noise when button is pushed. KTM redesigned the unit and issued a Tech which describes the replacement

KTM 950 Adventure

Note: the torque limiter was an by the factory to fix a problem that was showing up on 2003 — bikes and on early works This was reportedly caused by during starting under conditions. If the Freewheel starts on the early bikes, the only fix is a new assembly PN 60039005100.

It is recommended the cause of the kickback be fixed and the new limiter PN 60040016044 be fitted at the time as the new rotor/flywheel.

See this by jimrazz.

Fuel Pump:

2003 — 2006 950 Contact points in the OEM Mitsubishi pump eventually pit and wear out in fuel starvation to the carburetors. Fix for now is to OEM pump with with a new OEM or an aftermarket solid state of similar pressure and flow

Some have had good with the Facet #40105 and (NAPA P74021). There been a few reports rich and of flooding with the Facet when the bike is parked on the stand with a full of fuel. The Facet 40171 has in check valves that fuel from flowing direction when the pump is

This is now the preferred replacement for the 950 Adventure and is in use in several dozen that we know of around the It is suggested that Facet users shut off the fuel when parking the bike or a 40171. There are a some tinkerers, gefr and ridewestKTM, to a couple, who have been on digitizing the OEM pump thus the points out of the equation.

This has the advantages of not having to any OEM plumbing, the pressure/and volume are for the LC8, the pump will fit in the location. If the pump fails at a date for some other it will be easy to swap in the new as the solid state firing can be wired into the loom and in a remote location, like the seat, Another solution my be at from the Netherlands. Check out thread for more info.


All Years. Due to the design of the equipment pertaining to the fuel and carburetor, many owners experienced cases ranging unequal fuel feeding, to pressurized fuel escaping filling caps, plus and flooding/poor running issues. The fix is to the Canisterectomy. and if needed due to extremely hot the Flapendectomy.

These procedures be combined with proper tank and carburetor bowl

Note that KTM has issued a Bulletin to install a balance between the tops of the two tanks to the tank pressurization caused one or more of the emissions devices Unfortunately, the upgrade kit was poorly out and executed, and some of the parts are attacked by motor fuel in failure of the parts and fuel from the top of the tanks. Dad2dad an article on how he removed the balance and sealed the holes.


2003 — 2006. report loosing rear power. Usually when hard such as on long but not always.

Fix: a Recall was in North America instructing how to with redesigned parts. owners have replaced the fluid with high fluids like Motul Also, many have the brake pads with greens(ft) and blacks(rr) for better

Crankcase Ventilation:

2003 2005. Under certain conditions, oil vapor was forced up the ventilation hose from the rotor cover to the airbox it deposited on/in the throat of the carburetor eventually causing issues. Fix: A tech was issued with instructions for the vent line with a new which included a back valve.

However, this valve has other problems including, but not to, oil tank pressurization and crankcase and seal leaks. Other around’s include installing an LC4 breather filter (PN 58431070000 ) in the or terminating the line outside the box a small filter.

Also, a factor (likely a major to the excessive oil in the crankcase vent is a bad balance shaft seal. seal is on the left side of the behind the ignition cover. The of the seal is to keep the oil mist the crankshaft area from through the balance shaft into the ignition cover then out the vent hose in the eventually depositing oil on the front intake.

The proper way for the crankshaft to vent is through holes in the shaft weights, then out the hollow balance shaft to the cover area. This path eliminates most of the oil from the crankcase vent The ignition cover needs to be to get to the seal, naturally, so a new ignition gasket is recommended.

Balance seal: 0760122050


Cover gasket: 60030040100

KTM 950 Adventure
KTM 950 Adventure
KTM 950 Adventure
KTM 950 Adventure


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