Husqvarna 701 SM and KTM 690 SMC R in comparison test

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Husqvarna 701 SM and KTM 690 SMC R in a comparison test

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There aren’t that many street-legal supermotos with enough sports genes. Our two also come from the same nest. How close are the fun sisters Husqvarna 701 SM and KTM 690 SMC R?

The question of belief used to run like a ditch through the SM fan base – KTM or Husqvarna, make up your mind! The Mattighofener were the establishment, the Swedes – whoever they belonged to at the moment – played the underdogs, the small Gallic village, the David. But then in 2013 KTM boss Pierer came along and bought Husqvarna. Loosely based on the ’68 slogan “Whoever burns over to the Pierer, belongs to the establishment”, Husqvarna fell victim to leveling. That is why Husaberg died – also a question of faith that hardcore SM drivers still nibble on today. But they don’t belong here, because only those play in our Supermoto group test KTM 690 SMC R and the Husqvarna 701 SM play a role.

Husqvarna 701 SM and KTM 690 SMC R in comparison test

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690 SMC R is a bestseller in the KTM range and was also ennobled as the queen of the supermotos in the PS readers’ choice. The Husqvarna 701 SM was not an option. It is actually the same motorcycle, was the reason given when the product was advertised. And indeed, the Husky has the same frame, the same WP chassis components and the 690 single, which as the LC4 is a great pillar of KTM’s success.

Where is the attraction?

While those who are forever looking for the test sense rejoice that PS is finally comparing apples with apples, the more open-minded are wondering where the attraction lies in the comparison test between Husqvarna 701 SM and KTM 690 SMC R? Quite simply: the two supermotos are separated by a lot apart from the price difference of 350 euros. And if you grab them by the horns like real supermotos, you will discover the crucial character differences of the supposed twins in a flash.

We went to the grounds of the Motorsport Club Kirchheim / Teck (training and club offers at www.mckt.de) and swept over its Supermoto track. Except for off-road use, because while the villages are flooding elsewhere in the May rain, residents and jumping hills were transformed into a moor landscape. We were just a few days late.

In search of the full supermoto roar

After running in and warming up the ContiAttack SM mounted on both machines, we immediately pull out the screwdriver. In the basic setup, the undercarriages of the street-legal supermotos are fully geared towards everyday life and dive uncomfortably deep and quickly when anchoring hard in front of the bends. But the sports values ​​suggested in the manuals are ultimately too weak for us. Until we are satisfied, there is not much left of the rebound and compression damping on the fully adjustable shock absorber (even with high and low speed compression) or the fork. As a tradition, we then click one more time and finally enjoy the necessary stability of both the KTM 690 SMC R and the Husqvarna 701 SM. For real sports use, both models are basically underdamped, but if you are looking for the full supermoto roar, you just have to get a competition machine – but visiting ice cream parlors and other public meeting places is also through!

With our setup measure, we have eliminated the originally huge stoppie tendency of the bikes, which even the ABS did not iron away. Speaking of ABS: It really regulates in a very sporty way and therefore late. After our suspension intervention, the fork still does not block or buck in any other way on both of them, even with extreme late braking – very good! It can be reliably turned in and stabbed into the curve with your leg outstretched, where the load can be carried out in a fully inclined position. We switched off the ABS on the slopes. With both the Husqvarna 701 SM and the KTM 690 SMC R, this works very easily at the push of a button in the cockpit. However, the anti-lock devices are then completely deactivated. If you want brake drifts but don’t want to do without ABS on the front wheel, you can get a corresponding plug in the Powerparts program for 92 euros.

Husqvarna 701 SM offers a touch of more popometer

If the two test bikes don’t give each other anything in terms of the chassis, the difference in seating position and seating feel is immediately noticeable. The Husqvarna 701 SM is slightly lower, but has a bench that is padded further towards the front and towards the bottom, on which the pilot can slide almost onto the steering head. In addition, it is more tightly padded and provides information about the grip of the 160 rear tire at the top of the curve a little more transparently. Not that the KTM 690 SMC R would decisively refuse this information. With her, too, the shock absorber makes it crystal clear when the drift is going or when traction can still be used decisively. But the Husky offers a touch of more popometer.

There are further differences in feeling, for example in the handlebars. Aggressive and flat that of the Husqvarna 701 SM, everyday use and relaxed with the SMC R. Accordingly, the Husky scores points in the horsepower comparison, because it simply feels a bit sportier. Here the Husky adds one more point to its account: The brake lever is more valuable than on the KTM 690 SMC R, has exactly the right shape to add that touch of sportiness to the brake metering.

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The Husky has a different mapping than the KTM, and you can feel that.

The Husqvarna’s larger steering angle, which the flatter plastic aprons around the identically constructed radiator allow, can’t really appear in the table of points. Especially when drifting, this can be a decisive factor in whether you can still catch the curve or drift into the discounts. Should we reintroduce the “drift suitability” category? In view of the naked bike test and the upcoming super athlete comparisons, there is probably no great need for this. But with the KTM 690 SMC R’s turning circle 1.5 meters larger than that of the Husqvarna 701 SM, everyone knows what is meant.

Let us turn to the important evaluation criteria of the engine. Uniformity? No. The Husqvarna 701 SM has a different mapping than the KTM 690 SMC R, and you can feel that. While the KTM is really aggressive after about 5000 rpm (cool!), The Husqvarna scurries unspectacularly over this value and stoically continues its smooth performance development. But neither of them like to stroll at all. They chop violently below 3000 rpm and want to be operated with precise gear selection in attack mode. After all, the KTM’s hacking attacks are so pronounced that it costs a whopping half a second on the Husqvarna when pulling from 50 to 100 km / h.

Both sumos enchant with their formidable handling

Later, when shooting at the Albtrauf on a public road, the KTM engine also revealed clearly pronounced vibrations in the handlebars, which degenerated into annoying rattling in the hands on the way home on the main road. The Husqvarna 701 SM was nicer compared to the KTM 690 SMC R, because its handlebars are mounted in rubber. We didn’t reward that in terms of points. The difference was not clear enough for that, and after all, kilometer eating on expressways is not part of the main field of use for both bikes.

The Husky transmission was good for an extra point. It could be switched a tad better. With the KTM 690 SMC R, both testers caught an intermediate gear more than once, as the SMC R needs significantly longer gearshift travel with the thick SM boots. If the gears are properly engaged, the two light singles provide pure supermoto driving pleasure. Especially on the SM track, but also in the many bends on our test lap, the 701 and SMC R enchant with this formidable handling that only supermotos offer. Even if the turn is so narrow, braked too late, pushed in and straightened up again with determined use of the gas, the fun simply never ends. Neither in terms of stability in the braking area nor in speeding through the curve, the opponents give each other anything. Only when it comes to aiming accuracy and turning behavior is the Husky slightly ahead. Nevertheless, both act here at a very high level. Nobody really notices that the Husqvarna 701 SM weighs two kilos more.

KTM 690 SMC R a touch cheaper

The slight extra weight can actually only come from the one liter larger tank and the differently designed exhaust, because in terms of equipment the Husqvarna draws the short straw compared to the KTM. While the KTM 690 SMC R has a more complete cockpit that houses an analog tachometer, the Husqvarna 701 SM has a narrow box with one light each for idling, indicator and empty tank, as well as for activated or deactivated ABS. In between, a rudimentary digital display provides information on the speed and kilometers traveled. And speaking of the equipment: The handlebars of the KTM can be locked in two positions.

Finally the groundskeeper waves to us. The time is up – unfortunately. And the robber trips up the Swabian Alb and back down again pass too quickly. We should drive super-motos more often, you forget all too quickly with all the high-performance super athletes that these light things can be great fun and that you hardly move in the speed zone that is hostile to driving licenses. Only the final look at the two price tags annoys the thought of finally putting such a speedster in the garage. The KTM 690 SMC R costs 9.195 euros, the Husqvarna 701 SM even 9.545 euros. Typical establishment, Mr. Pierer!

Technical specifications

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The Husqvarna 701 SM is a little more expensive than the KTM.

Readings

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What do the readings say?

The difference can’t be that big, after all, both supermotos are powered by the legendary LC4 single, although the current single-cylinder with Euro 4 is still reserved for the Duke. This spark of more power from the KTM 690 SMC R is clearly visible in the diagram, which actually pushes through to the driver from 5000 rpm.

What the performance curves do not reveal, however, is the chopping block mentality of the two models below 3000 rpm, whereby the Husqvarna 701 SM manages this even better with its own mapping. The engine is still fun, namely when you let it fly properly.

rating

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Head-to-head race: the two sumos are also close to each other in terms of points.

maximum number of points KTM 690 SMC R. Husqvarna 701 SM
drive
acceleration 10 0 0
Draft 10 3 3
Power delivery 10 8th 9
Responsiveness 10 8th 8th
Load change reaction 10 7th 7th
Running culture 10 7th 7th
Gear actuation 10 7th 8th
Gear ratio 10 8th 8th
Clutch function 10 9 9
Traction control 10 – –
Subtotal 100 57 59
landing gear
Driving stability 10 9 9
Handiness 10 9 10
Cornering stability 10 9 9
feedback 10 9 9
Suspension setup in front 10 6th 6th
Chassis set-up at the rear 10 6th 6th
Braking effect 10 9 9
Brake metering 10 8th 9
Righting moment when braking 10 9 9
ABS function 10 8th 8th
Subtotal 100 82 84
Everyday life and driving fun
Sitting position 10 8th 9
Windbreak 10 3 3
Furnishing 10 8th 6th
consumption 10 7th 7th
Driving fun 10 10 10
Subtotal 50 36 35
Total 250 175 178
placement 2. 1.

Test result and conclusion

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Scarce box: in the end, the Husqvarna 701 SM just won the sumo group test.

1st place: Husqvarna 701 SM – Its point advantage is wafer-thin, but the Husqvarna 701 SM deserves this victory thanks to its slightly better sportiness on the SM slope. The little less suitability for everyday use should be bearable for real Supermoto fans.

2nd place: KTM 690 SMC R – You serve as a parts supplier and get ripped off for it. The KTM shouldn’t leave the top podium to the 701 for long, after all, the Duke’s new 690 single hasn’t even made it to the KTM 690 SMC R. With the more horsepower he would certainly have the winning genes.

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