KTM 690 SMC R 2026 Review – Mattighofen Strikes Back

During the official KTM test days in Kalte Kuchl (Lower Austria), NoPain had the opportunity to thoroughly test the new KTM 690 SMC R 2026 on public roads for 1000PS. The conditions could hardly have been better: perfect weather, ideal road conditions, and a challenging terrain with plenty of tight corners and surprisingly little traffic. NoPain approached this test not only with his experience as a passionate Supermoto rider but also bringing a wealth of personal insight to the comparison. He has been riding a Ducati Hypermotard 698 Mono for some time, which made it easier for him to pinpoint the differences to the KTM 690 SMC R.

Although the displacement remains unchanged at 693 cubic centimeters, the internals of the LC4 engine have undergone a comprehensive overhaul. Numerous components such as the crankcase, crankshaft, anti-hopping clutch, and oil circuit have been redesigned or improved. The result is a more responsive throttle, smoother operation, and increased durability. The throttle response is now even more precise, aided by the new throttle grip with a reduced twist angle, and the injection system also operates more efficiently. The new airbox replaces the previous secondary air system. Additionally, a revamped cylinder head design with altered timing, combined with a more progressive camshaft, provides a noticeable boost in performance.

Also new is the completely revamped Euro5+ exhaust system. Both the lambda sensor and the generously sized catalytic converter are now housed directly in the header pipe. This makes it significantly easier and more cost-effective to fit an alternative slip-on muffler. Aftermarket manufacturers only need to focus on noise limits and the position of the monitoring sensor.

KTM reports that the new 690 SMC R delivers a peak output of 79 HP at 8,000 RPM and a torque of 73 Newton meters at 6,750 RPM. In direct comparison to the Ducati Hypermotard 698 Mono, that's an additional 1.5 HP and ten more Newton meters of torque. Particularly appealing for long-distance riders are the extended maintenance intervals: an oil change is only required after 15,000 kilometers, and valve clearance checks after 30,000 kilometers. In practice, the new LC4 engine proves to be extremely lively yet more refined than its predecessors. Even at low speeds, such as in urban traffic or tight 30 km/h zones, the bike moves surprisingly smoothly. The throttle response is immediate, the power delivery seamless, and the low-rev grunt is nothing short of exhilarating.

A significant leap forward has been made in the electronics department. The new 4.2-inch TFT color display dazzles with clarity even under sunlight, featuring intuitive menu navigation that stands out. This is complemented by a USB-C port, newly designed illuminated switches, and a handlebar joystick that is intuitive to use. Two riding modesStreet and Sportcome standard. Both modes feature lean-angle-sensitive Street, Sport, and Supermoto ABS, as well as traction control that can be fully deactivated if needed. The new system finally remembers the last chosen setting after a restart. For those wanting more, the optional Track Pack can be unlocked, offering additional features like anti-wheelie mode, launch control, adjustable slip regulation, and engine drag torque control. The quickshifter is not standard but can be added for an additional cost. Particularly appealing is the Tech Pack, which includes both the quickshifter and the track mode. NoPain is convinced: to fully exploit the 690 SMC R's potential, the Tech Pack is a must.

The chassis revisions are subtle yet effective. The frame's stiffness has been adjusted, now providing even better feedback through the footpegs and handlebars. The well-known WP APEX 48 fork at the front now features tool-free adjustment via handy wing nuts. At the rear, the APEX Pro-Lever shock continues to be used, offering full adjustability with both high and low-speed compression damping. The seat height is 899 millimeters, which might be challenging for shorter riders but offers excellent visibility in traffic. The fully fueled weight is 162 kilograms, about 2.5 kilograms more than the Ducati Hyper Mono when comparing both bikes without fuel. In practice, this difference is hardly noticeable. The KTM rides on 17-inch aluminum spoke wheels with tubeless tires and comes standard with Continental Attack SM II tiresa choice that has already proven itself in the 1000PS A2 Supermoto comparison test.

The front braking is handled by a radially mounted Brembo M 4.32 Monoblock caliper on a 320-millimeter floating disc. At the rear, a single-piston caliper operates on a 240-millimeter disc. The modulation is excellent, and the system remains robust even under sporty riding conditions. The seating position is quintessentially Supermoto: upright, with a wide handlebar and a comfortable knee angle. Riders measuring 1.75 meters in height can still maintain secure footing. The ergonomics are spot on: the seat offers good support, the footpegs come with removable rubber inserts, and the levers are within reach and adjustable. The new LED headlight provides excellent illumination at night.

The new KTM 690 SMC R is a blast on the road. The engine delivers solid grunt right from the low revs, the throttle response is crisp, and the gear shifts are precise. The quickshifter performs excellently during sporty riding, the clutch is light, and the new throttle grip allows for fine-tuning the power delivery. Even at lower RPMs, the KTM can be surprisingly refineda noteworthy improvement over previous Euro5 LC4 versions. While vibrations are still present, they don't detract from the ride and instead contribute to the bike's robust character. Despite Euro5+ regulations, the sound hasn't been muted. It remains distinct and typically KTMpleasing for the rider and unobtrusive for the neighbors.

NoPain is familiar with both machinesthe KTM from the test and the Ducati from his everyday street and track experience. In a direct comparison, the KTM delivers significantly more low-end torque and feels more confident on the road. The Ducati stands out with a higher rev range and more comprehensive standard electronics. On the track, the Hyper Mono has the edge, especially with its optional racing kit that includes a full exhaust system, open air filter, and special mapping, pushing up to 85 HPthough without street legality. Whether on the road, an alpine pass, or in the urban Supermoto frenzy, both bikes deliver plenty of thrills. However, according to NoPain, the KTM might be the more well-rounded choice for many riders, particularly excelling in everyday use with its softer throttle response and agile handling.