Nur so eine leuchtende gelbe Warnlampe im Cockpit wirkt immer so kränklich.
There is a simple solution for that. Replace the SLS valve with a resistor and there'll be no warning light. This is from my previous 990 SD. The value needed to be between 700 and 1000 Ohm. Don't know about the 690 but it's easy to find out.
Hello everybody,
I only want to report that we have used the information from this excellent forum with very good results. Especially the great work and information from Highscore! 
We have modified the airbox from our 690 SM(R) with the information in this thread. We couldn't/didn't work with Highscores' 'Kastl' to remap the fueling because we live in Amsterdam and that's a little too far away from Austria... 
We used Tuneboy and that works very good too. We adjusted the mixture in the main- and low fuel tables and also adjusted the ignition timing slightly between 3500 and 6500 rpm. Last but not least we switched off and removed the Lambda sensor. All with great results. The bike feels and responds like a very wel carburated bike. 
This is the graph of my bike before & after the airbox mod and Tuneboy setup. The graphs only show 'numbers' and don't show how much better it feels!
The bike was already very good before this mods. It has a full Akra, K&N drop-in filter and a gas-flowed head by the late Sommer KTM. The engine delivers near flat maximum power between 7000 and 8500 rpm... Long arms! 
A big thank you for your great research and work Highscore!
Addition:
Below two graphs of my bike. The left was made at 3800KM with only the Akra system and K&N drop-in. The right is the current setup at 9500 KM after the gas flowed head, Duke/SMC cam, airbox mod and remapping with Tuneboy. The dyno's used are different (Dynojet 150 and a Tovami 500) so the numbers are not 1-on-1 comparable. But the shape of the graphs have nothing to do with the dyno. Both are power & torque at the rear wheel. I think the shapes of the graphs tell the whole story. The gain in low-end & midrange torque and the spread of top-end power is huge.
More info and pics here: http://www.monomaniacs.nl/mpeople/KTMax/KTM-690-Tuneboy
The SMC exhaust won't fit. Not only is the rear end different, the frame of the SM & Duke are very different from the SMC. It's much wider.
Hello everybody,
It has been silent in this great thread for more than two months.
Highscore, are you still around?...
It must be really loud. But a dyno test original or Akra vs. SC would be more interesting than a sound clip... 
Hi Highscore,
The top 2 graphs look really impressive. That is a very different bike to ride...
Is this with the top airbox cover removed?
I am very curious what the result will be with the SM(R) models.
Good information Axel, tnx.
Which Luftfilter Deckel have you removed? The one under the seat?
The graph says DIN 700200. That is power at the flywheel (ie crank), not at the rear wheel. Was this on a Fuchs dyno?
(PS, I can read German perfectly )
Hi Highscore,
Yes, the different cam is used in the Duke, SMC and Enduro but not in the 08 SM(R). Besides a few people at the factory, nobody seems to know what the timing of the cams is and thus not the difference between the SM and Duke cam. But the Dyno-tests done by a lot of bike mags (Motorrad too) show that the Duke consistantly measures about 4 PS more than the SM. They have the same frame & airbox setup. Only the cam and exhaust are different. It's not in the fuel/ignition mapping either, we tried that already. The cam is not very expensive so it makes sense to give it a try.
It could be that the SMC & Enduro have the same sharper(?) cam to compensate for the smaller airbox and more restrictive single exhaust.
The cylinder head will only get 'optimized'. Valve seats, polished intake valves and small improvements to the ports, nothing radical. Done by a well known KTM specialist in Germany BTW. They have a lot of experience with this and also with the 690.
BTW talked to Power Commander in the US about the PC III for the 690 and guess what; they are waiting for parts for the wiring harness... They expect to have the PC III available early July.
Hallo alle,
I can't write German so in English. The weight of the rider is an important factor too. If the rider is too light or too heavy (not 1 or 2 KG) for the springs on the bike you never get the settings right. Maybe this helps:
This all sounds really good Highscore...
I am looking forward when your box is available for all 690 models and see what it does.
These are the graphs from my 690 SMR. Dyno'd two weeks ago. Full Akra exhaust, Akra mapping and a K&N filter. 64 PS and 64 Nm am hinterrad. This is wide open throttle in 5th and the fueling doesn't look bad. A little rich from 6800 onwards. But it feels very good on the road. In the next month or so I will try the camshaft from the Duke III and the cylinder head will be gas flowed. Can't wait...
Tnx Duffyhs.
But isn't that the same as with a PC or Rapid that gets installed and tuned on your bike on the Dyno?
(I can read German but I can't write it... so for your convenience German is fine too! )
Highscore,
You're not a man of few words... 
I think I understand most from German. Is your product fundamentally better than say a PC III or Rapid Bike? Not from a technical point of view but from a riders' / performance point of view.
Highscore,
Do you plan to make (and sell) some sort of 'standard solution' for the different 690 models or does every bike needs to be setup individually? Yes I think but I believe you're in Austria?...
There is more than enough theory.... All we need is a reliable device to optimize the fueling from our 690s...
Hi Highscore,
Good writing! As usual BTW.
I have worked with Tuneboy (Wayne McDonald) on the development for TuneEdit for the 990 SD almost 2 years ago. I did most of the beta testing for them on my bike. I've spend a lot of time with a laptop in my garage. With some very scary moments. TuneEdit works on the core data. You can build a completely new map from scratch if you want. Starting point are the various maps from KTM converted to TuneEdit format. Data-wise they are identical. It works brilliant. You have full control over the entire fueling and ignition (including diagnostics). On the dyno you can see the EFI system 'walk' through the fuel & ignition map real time as you're running the bike. Very impressive stuff...
Tuneboy is working on the 690 too. But the 690 proves to be far more difficult and complicated than the LC8 EFI models. The 690 single works with two ECUs, one for the fueling and one for the throttle (ride by wire). Each with their own mapping. This brings a whole new set of variables into the game. It's not only the fueling and ignition but also the way the throttle valve is controlled. And obviously it all interacts as the two as the ECUs talk to each other via can-bus. When you download a new fuel map (say for an Akra exhaust) you are actually installing two new maps. One on each ECU.
Tuneboy (and others I think) are now trying to figure out how the EFI system from the 690 works. It's like solving a jig-saw puzzle backwards. I think it will be a while. In a drawing it looks pretty simple though... 
The Dunlop GPRs from the SMR & Duke are quite good but not as good as PP2CT or Pirelli SuperCorsas and they wear really quick. I've replaced the Dunlops on my SMR with PP2CTs and think it's big improvement...
Uhh.... what do these things do?... 
