- Joined
- Apr 3, 2012
- Messages
- 1,088
- Location
- NW Arkansas, USA
When it works it is the best bike on the planet; the trouble is, it does not always work. In short, if I knew then what I know now I would not by this bike.
Below, I have pasted information from a letter I wrote to Ducati. All of the issues noted below have now been addressed underwarranty, and I have about 420 trouble free miles on the bike (out of 6,000+). Despite this, I have no confidence in the long-term reliability of this machine.
Vehicle Issues and NonconformitiesThe following vehicle issues and nonconformities are persistent, many despite several unsuccessful attempts to repair them. Individually and collectively, these issues and nonconformities substantially impair the use, market value and safety of the vehicle.
1. Poor Starting or Failure to Start when Hot – Since the first weekend of operation in May 2012, the vehicle often fails to start after it has reached operating temperature in excess of 200 degrees Fahrenheit. The condition existed prior to the 1,000 KM first service, after the 1,000 KM first service, and persists to this day despite the dealer’s installation of updated fuel maps as they are released by the manufacturer. The condition exists regardless of the use of the stock OEM exhaust system or the use of the Termignoni racing (full) exhaust system and the associated fuel maps, all of which were installed by a qualified dealer mechanic.
Turning the vehicle off and letting it cool often temporarily rectifies the issue; however, waiting for up to an hour for this to happen ranges from inconvenient to unacceptable, particularly since the issue may return once the vehicle’s operating temperature exceeds 200 degrees Fahrenheit, and the vehicle must be turned off every 100 miles for refueling. (My subsequent observation is that most fueling stations are on flat ground or at the bottom of a hill; few are on located on a hill.)
2. Failure of Hydraulic Clutch Mechanism – The hydraulic clutch mechanism has failed repeatedly in the first year of operation and continues to this day. It appears that air enters the system and renders the hydraulic mechanism inoperative. The first attempt to rectify this issue was the replacement of both the master and slave cylinders by the dealer under warranty. This did not fix the issue. The dealer has also attempted to rectify the issue by replacing the OEM hydraulic fluid with MOTUL RBF 660 DOT 4 fluid, which is formulated to perform under extreme operating temperatures. This did not fix the issue. The current state of the hydraulic clutch system and thus the use of the vehicle are such that it may only be operated for 250 to 1,000 miles before the hydraulic clutch mechanism fails, depending on my attention to the system. More specifically, if I bleed:
a. The master cylinder, I have will have approximately 250 miles of operation before the total failure of the system repeats;
b. The master cylinder and the slave cylinder, I will have approximately 500 miles of operation before the total failure of the system repeats; and,
c. The entire hydraulic system, replacing all of the hydraulic fluid in the lines and cylinders, I will have up to approximately 1,000 miles of operation before the total failure of the system repeats.
While I have been stranded at the side of the road by this issue in the past, the frequency is now such that the vehicle may only be used if I am prepared to repair it at the side of the road at the first indication of impaired function, and thus travel adequately equipped with the tools, fluids and containers required to successfully bleed the system and appropriately dispose of the waste material.
3. Various Failures of the Dash/ECU – The dash/ECU has failed twice, with various functional nonconformities. Failures include the intermittent operation of the right turn signal and horn, as well as the trip meter and some of the shift lights. Turning the vehicle off and letting it cool often temporarily rectifies these issues; however, waiting hours for this to happen is inconvenient, particularly since the dash/ECU will malfunction again once the operating temperature reaches approximately 200 degrees Fahrenheit. Other periodic malfunctions include the left turn signal, which will occasionally remain active after it has been cancelled by the operator, and an inability to activate the high-beam head light; turning the bike off will temporarily rectify these issue. Most recently, the dash/ECU malfunctioned by not allowing the operator to change the fuel map, from Rain to Sport mode, in addition to several of the other malfunctions noted above.
To put these malfunctions into perspective, I am replacing my dash/ECU at the same rate as my tires. Some of these malfunctions are ever present at normal operating conditions, some occur periodically, and others, such as the recent inability to change out of Rain mode, have defied even temporary periods of normal operation since the malfunction first occurred. Of particular note, several of these malfunctions may result in miscommunication to other motorists, putting the operator at risk of death or serious bodily injury.
4. Loosening of Valve Covers, Blowing Oil – The bike was inoperative leaving the operator stranded after the valve cover vibrated loose on the rear cylinder, blowing oil onto the engine, rider and back wheel. The vehicle required towing back to my residence and was subsequently transported to the dealer for inspection and repair, at which time it was discovered that the front valve cover had also vibrated loose and was leaking oil.
5. Failure of Starter Motor – The latest malfunction may be the starter motor. The starter motor will not function, despite adequate electrical power. Once again, the vehicle required towing back to my residence and subsequent transportation to the dealer for repair.
Below, I have pasted information from a letter I wrote to Ducati. All of the issues noted below have now been addressed underwarranty, and I have about 420 trouble free miles on the bike (out of 6,000+). Despite this, I have no confidence in the long-term reliability of this machine.
Vehicle Issues and NonconformitiesThe following vehicle issues and nonconformities are persistent, many despite several unsuccessful attempts to repair them. Individually and collectively, these issues and nonconformities substantially impair the use, market value and safety of the vehicle.
1. Poor Starting or Failure to Start when Hot – Since the first weekend of operation in May 2012, the vehicle often fails to start after it has reached operating temperature in excess of 200 degrees Fahrenheit. The condition existed prior to the 1,000 KM first service, after the 1,000 KM first service, and persists to this day despite the dealer’s installation of updated fuel maps as they are released by the manufacturer. The condition exists regardless of the use of the stock OEM exhaust system or the use of the Termignoni racing (full) exhaust system and the associated fuel maps, all of which were installed by a qualified dealer mechanic.
Turning the vehicle off and letting it cool often temporarily rectifies the issue; however, waiting for up to an hour for this to happen ranges from inconvenient to unacceptable, particularly since the issue may return once the vehicle’s operating temperature exceeds 200 degrees Fahrenheit, and the vehicle must be turned off every 100 miles for refueling. (My subsequent observation is that most fueling stations are on flat ground or at the bottom of a hill; few are on located on a hill.)
2. Failure of Hydraulic Clutch Mechanism – The hydraulic clutch mechanism has failed repeatedly in the first year of operation and continues to this day. It appears that air enters the system and renders the hydraulic mechanism inoperative. The first attempt to rectify this issue was the replacement of both the master and slave cylinders by the dealer under warranty. This did not fix the issue. The dealer has also attempted to rectify the issue by replacing the OEM hydraulic fluid with MOTUL RBF 660 DOT 4 fluid, which is formulated to perform under extreme operating temperatures. This did not fix the issue. The current state of the hydraulic clutch system and thus the use of the vehicle are such that it may only be operated for 250 to 1,000 miles before the hydraulic clutch mechanism fails, depending on my attention to the system. More specifically, if I bleed:
a. The master cylinder, I have will have approximately 250 miles of operation before the total failure of the system repeats;
b. The master cylinder and the slave cylinder, I will have approximately 500 miles of operation before the total failure of the system repeats; and,
c. The entire hydraulic system, replacing all of the hydraulic fluid in the lines and cylinders, I will have up to approximately 1,000 miles of operation before the total failure of the system repeats.
While I have been stranded at the side of the road by this issue in the past, the frequency is now such that the vehicle may only be used if I am prepared to repair it at the side of the road at the first indication of impaired function, and thus travel adequately equipped with the tools, fluids and containers required to successfully bleed the system and appropriately dispose of the waste material.
3. Various Failures of the Dash/ECU – The dash/ECU has failed twice, with various functional nonconformities. Failures include the intermittent operation of the right turn signal and horn, as well as the trip meter and some of the shift lights. Turning the vehicle off and letting it cool often temporarily rectifies these issues; however, waiting hours for this to happen is inconvenient, particularly since the dash/ECU will malfunction again once the operating temperature reaches approximately 200 degrees Fahrenheit. Other periodic malfunctions include the left turn signal, which will occasionally remain active after it has been cancelled by the operator, and an inability to activate the high-beam head light; turning the bike off will temporarily rectify these issue. Most recently, the dash/ECU malfunctioned by not allowing the operator to change the fuel map, from Rain to Sport mode, in addition to several of the other malfunctions noted above.
To put these malfunctions into perspective, I am replacing my dash/ECU at the same rate as my tires. Some of these malfunctions are ever present at normal operating conditions, some occur periodically, and others, such as the recent inability to change out of Rain mode, have defied even temporary periods of normal operation since the malfunction first occurred. Of particular note, several of these malfunctions may result in miscommunication to other motorists, putting the operator at risk of death or serious bodily injury.
4. Loosening of Valve Covers, Blowing Oil – The bike was inoperative leaving the operator stranded after the valve cover vibrated loose on the rear cylinder, blowing oil onto the engine, rider and back wheel. The vehicle required towing back to my residence and was subsequently transported to the dealer for inspection and repair, at which time it was discovered that the front valve cover had also vibrated loose and was leaking oil.
5. Failure of Starter Motor – The latest malfunction may be the starter motor. The starter motor will not function, despite adequate electrical power. Once again, the vehicle required towing back to my residence and subsequent transportation to the dealer for repair.
