KTM 690 SMC R 2026 Review – Stunts and Corner Carving in Barcelona

Around Barcelona, on the twisty roads of the hinterland, it quickly becomes clear what this bike is all about: nimble handling, a powerful single-cylinder, and that quintessential Supermoto vibe that lets you effortlessly carve through corners. It brings back fond memories of my own Supermoto days. I remember the first 690 SMC from nearly 20 years ago, and that's why it's impressive to see how this concept has evolved. The new generation stays true to its character but feels more mature, precise, and modern than many of its predecessors.

In 2026, the KTM 690 SMC R once again stands as the most powerful single-cylinder Supermoto—unapologetically embracing its identity. The segment is gaining traction again, with models like the Stark Varg SM, Ducati's single-cylinder Hypermotard, and the revived Suzuki DR-Z 400 highlighting the renewed focus on Supermoto. KTM consistently sticks with the classic single-cylinder concept. With 79 hp from 693 cc, the LC4 is far from weak. Meanwhile, the bike maintains a ready-to-ride weight of around 162 kilograms, staying pleasantly light and extremely agile. It's immediately clear: this bike was built for fun.

The LC4 engine revs up heartily when you crack the throttle, delivering exactly what you'd expect from a strong single-cylinder. From around 3,000 rpm, the engine pulls robustly and builds pressure smoothly—none of that on/off feeling from older carbureted singles, but still with noticeable punch. You feel what the bike is doing early on, which inspires confidence. The classic long-stroke character with a 105 mm bore and 80 mm stroke provides that typical feel: lots of torque, plenty of mechanical feedback, and a direct connection between the throttle and rear wheel. Unfortunately, the sound is significantly tamer due to Euro-5+ homologation, but the typical single-cylinder character remains intact. There are still vibrations, but much more refined than in previous generations. In short: The LC4 still feels like a genuine single-cylinder—just more modern.

Supermotos thrive on their suspension, and that's exactly where I put the 690 SMC R to the test. The WP components offer 215 mm of travel at the front and 240 mm at the rear, performing well on the road. In fast corners, the bike remains stable yet extremely agile. On the twisty roads around Olesa de Bonesvalls, you quickly notice that the fork is set up more comfortably from the factory. Riders who push harder and brake later might want to increase the compression damping up front. That's exactly what I did, cranking up the fork’s compression damping to the max. After adjusting the suspension, there's significantly more confidence in the front wheel, and the balance between fork and shock suits the Supermoto character much better. The chrome-molybdenum frame delivers that typical Supermoto feel: direct, precise, and highly communicative. You immediately feel what the front wheel is doing. That's the sweet spot where Supermoto truly becomes fun. You can brake late, flick the bike sideways, and get back on the throttle early.

The electronics on the 690 SMC R are modern yet pleasantly straightforward. The TFT display is easy to read and logically laid out, allowing you to navigate without endlessly clicking through menus. As standard, there are two riding modes, traction control, and ABS with a Supermoto mode. The rear ABS can be disabled—a must for those who like to hit the track and drift into corners with the rear wheel sliding. The traction control works relatively transparently in the background, but for those who prefer it old-school, you can switch it off entirely and let the rear wheel do its thing. The optional Tech Pack expands the settings with features like wheelie control, engine brake management, and additional track functions. The optional quickshifter works flawlessly for both upshifts and downshifts—definitely a clear recommendation from my side.

In the single-cylinder Supermoto segment, KTM faces some serious competition. The Ducati Hypermotard 698 Mono also features a powerful single-cylinder engine, combined with extensive electronics. The Husqvarna 701 Supermoto shares much of its technical DNA with the KTM but is styled and ergonomically oriented a bit differently. Models like the Aprilia Dorsoduro also play a role in this category, though they opt for V2 engines, offering a distinctly different feel.

Even though the SMC R is clearly built for fun, it handles surprisingly well in everyday use. Its 899 mm seat height is no problem for taller riders. At 176 cm, I find it manageable, though shorter riders might need to work a bit more when maneuvering. With its upright seating position and wide handlebars, the bike feels easily controllable even in urban traffic. The single-cylinder runs a bit rough at low RPMs but remains refined enough for everyday riding. Long distances aren't the forte of a Supermoto—the seat is too narrow and comfort is limited. However, for short commutes, twisty back roads, or spontaneous wheelie sessions on closed tracks, the SMC R is right in its element.