KTM 690 SMC R (2019 - on) Review

Words by Alastair Fagan and Michael Neeves

Supermoto motorbikes aren't dead. But unless you have a kart track in your back garden, or you happen to live in the Alps, extracting the best from the KTM 690 SMC R will be tricky.

There’s very little to moan about, except the gearbox, which is nothing new to these LC4s. We experienced plenty of false neutrals and not even the excellent Quickshifter+ system could mask this.

But you can almost forget about these trivialities. The KTM 690 SMC R is an absolute riot to ride at any speed and the electronics have done nothing to dilute its rawness.

2019 sees the latest generation LC4 motor slotted into a tweaked chassis, with the added bonus of electronic rider aids and a quickshifter/blipper, and KTM claim 65% of the bike is all-new.

Fast-forward to 2021 and the firm announced updated versions of the KTM SMC R and its Enduro R brother.

I’d be lying if I said the frame’s revised flex properties and tweaked geometry felt particularly tangible, but there’s no denying the 2019 model feels slightly sharper than the previous incarnation.

This is the ultimate road scalpel; a sublime mix of water boatman agility and assured stability that brings endless smiles and accommodates a range of riding styles.

The latest fully adjustable WP suspension is perfectly at home soaking up rough road surfaces or laying rubber down on a kart track, and adds a more executive feel to the 690’s ride.

Unlike most manufacturers, KTM chops and changes between tyre brands to suit particular models. Bridgestone S21 tyres are fitted to the 690. Why? Because their test rider, Rudi Bauer, preferred them to other rubber options as he could drag the bars during extreme cornering.

Needless to say, I didn’t mimic his research skills. The sporty all-round hoops proved excellent on both road and track, heating up quickly and bringing confidence to push immediately.

KTM (and sister company Husqvarna) are the only manufacturer genuinely persisting with single-cylinder technology, and huge amounts of work has gone into making the KTM LC4 engine more useable and less vibey.

A second balancer shaft has been added, which has significantly reduced vibes and made the whole ride far smoother. Anything just above idle is a chain-clattering mess – as you’d expect from a mono pot – but the rest of the delivery is silky, enthralling and highly addictive.

With a bigger bore and shorter stroke, plus a forged piston and cylinder head work, the Mattighofen engineers have preserved that archetypal bottom-end grunt, yet the 690 now revs with serious vigour all the way to the redline.

KTM claim 7bhp over the previous version but, given the engine’s intensity, it feels like more. 74bhp has never felt so exciting.

Our KTM 690 SMC R owners' reviews don't indicate anything to be concerned about.

MCN's Bruce Dunn spoke to KTM mechanic, Jason Jones, about the previous machine about whether the 690 SMC R raises any reliability concerns. He said: "As far as reliability goes they are generally good. Most owners understand the nature of the engine - it's highly tuned single-cylinder four stroke, so it needs to be serviced correctly. This includes using the correct grade and type of synthetic oil.

"Any engine problems that surface can often be traced to poor maintenance routines or owner neglect. For example, it's not a mildly tuned CB500 that would probably go for years without the oil being checked - the 690 is a high-performance bike and needs looking after."

Yes, the SMC R is a focused supermoto, but for a bike that costs nearly £9k, it’d be nice to peruse a dash that doesn’t look like it’s been hiding in a parts bin since the 1980s.

Twin test: KTM 690 SMC R vs Ducati Hypermotard 950

First published in MCN 15 May 2019 by Michael Neeves

During 2019 we pit the SMC R against one of its supermoto siblings, the Ducati Hypermotard 950.

Neevesy's verdict said: "Ducati and KTM deliver their supermoto kicks in deliciously different ways. The Hypermotard 950 SP is the classy one, crammed with technology and a booming great V-twin motor. It’s at its best at medium road speeds and will give you as much pleasure stroking and cleaning it in your garage as it does making your heart hit the limiter when you give it a fistful.

"But it’s eyewateringly expensive for a singleminded machine. You won’t need pockets quite as deep for the KTM, but it’s still hideously pricey for a such a basic machine. But what it lacks in bells, whistles and outright power, it makes up for in sheer drama. The 690 SMC R is more lithe, direct, keener to please and more frugal. It’s less drafty and has a stunning single cylinder motor that can be smooth, calm, raw or crazy to order. It’ll always keep up with the Ducati and is more fun at low speed.

Practicality isn't usually a noun associated with supermoto, or KTM for that matter, but by managing to add an extra 1.5 litres to the fuel capacity, the SMC R has certainly become a tad more practical – even if it is a super-thirsty supermoto.

As before, the fuel tank is a load-bearing part of the chassis, so there’s no subframe as such. And there’s even a USB socket to charge phones and other devices. What’s next? Heated grips?

Some would argue the new SMC R is just a rebadged – and uglier – Husqvarna 701, and they’re not a million miles away.

However, what really sets the pair apart for 2019 is the KTM’s electronic suite; MTC (Motorcycle Traction Control, which also incorporates anti-wheelie – no idea why you’d want this on a supermoto) and cornering ABS are both safety nets and performance enhancing, although I rarely felt the TC functioning thanks to the mass of mechanical grip at the rear wheel.

Both, thankfully, can be turned off completely with just a touch of a button, and there’s an aftermarket Power Parts dongle to activate Supermoto ABS.

You get two ride modes: Street mode and Sport mode – the former boasting higher levels of electronic intervention and a softer throttle response, while the latter has more relaxed rider aids and a more direct throttle response. The Cornering ABS was a palpable ally on track, allowing hefty braking whilst carrying committed lean angles.