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

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Husqvarna 701 Supermoto and KTM 690 SMC R

Supermotos in comparison test

One gets the engine of the new KTM 690 Duke, the other doesn’t. The dispute between the so far almost identical KTM 690 SMC R and Husqvarna 701 Supermoto is inevitable. High noon on the country road. And now?

KTM is always good for a surprise. Sometimes the Austrians even surprise themselves. Who would have guessed in all seriousness: The best-selling KTM model of the past two years – at least in Germany – is called KTM 690 SMC R. And: The Husqvarna 701 Supermoto is the current leader of the group’s sister brand Husqvarna. Taken together – and this calculation can be made with the largely identical technology – the two singles sold around 2,200 times. In doing so, the two virtually duped the motorcycle scene, leaving the respective top sellers of Harley (Softail Slim), Ducati (Scrambler), Suzuki (GSX-S 1000 S) and Triumph (Bonneville) far behind in the registration statistics. Even the currently best-selling Honda, the Africa Twin, did not find more fans than the successful Austrian duo.

Husqvarna 701 Supermoto and KTM 690 SMC R

Supermotos in comparison test

KTM 690 SMC R. "expiring series"

But the harmony in the alpine partnership is crumbling. Tea reason: While the KTM 690 SMC R will continue to be built unchanged, but due to its Euro 3 homologation, it can only continue to be registered with 2016 daily registration or via the special regulation of the "expiring series" limited to around 350 machines, the Husqvarna 701 Supermoto is sustainable. From model year 2017, the single from the KTM 690 Duke is between the white lacquered grid tubes. And it not only has Euro 4 homologation. Stroke 4.5 millimeters shorter, bore 3.0 millimeters larger, peak power increased from 67 to 75 hp and a rev limit increased by 500 rpm to 8,900 rpm distinguish the stew, which was heavily revised for the 2016 season, from its counterpart in the SMC R. And above all: a second balancer shaft housed in the cylinder head. The place was created by the Unicam valve control known from Honda. The eccentrically positioned camshaft actuates the intake valves directly and the exhaust valves via a rocker arm. Visually, only the burnished side covers indicate the new configuration in the engine room. Even acoustically, everything stays the same. The Husky did not strangle Euro 4 in terms of sound. Subjectively, there is no difference to the KTM. Well muffled, the two singles pound quietly to themselves.

Supermoto and rest. It’s even more different?

Supermoto and rest. Can it be even more different? Sportsmanship is the order of the day. You need it for the first ascent. Seats over 90 centimeters high, narrow benches – the two bikes leave no doubt: They are not made for couch potatoes or cozy rounds. The Husqvarna 701 Supermoto feels a bit sportier. The Husqvarna is ascetic with the seat that is pulled far over the flanks and tighter and its rudimentary instruments, which in comparison to the KTM 690 SMC R show neither gear nor engine speed. Apart from that, the new Husky stays close to its sister in terms of chassis. Only the handlebar mounts stored in rubber blocks, the plastic rear tank, which has been enlarged from twelve to 13 liters, and the significantly larger steering angle due to the modified plastic parts (1.5 meters narrower turning circle) distinguish the Swedish exile from the SMC A. The short license plate holder of the KTM goes to the account of the private owner of the 690 and is not standard. The stews are now warm and the ContiAttack SM has been kneaded through.

The engine of the KTM 690 SMC R is well known

Gas! Immediately it is the engines that are the focus of attention. The single in the KTM 690 SMC R is well known. If the stew is still below 3,000 revolutions and hacking into the drive chain in this area, then things get going. As soon as the small tachometer needle has left the 3-series behind, the propellant bites down energetically, makes little fuss about the SMC R and snaps it out of every corner with power. In his enthusiasm, the KTM driver shouldn’t forget to shift gears. He probably won’t either. Because from 6,000 rpm, the tingling handlebar ends and footrests give an emphatic warning to change gears. Ultimately, the KTM rider will come to terms with this narrow feel-good area as ever, keeping the single as happy as he or she with the smooth clutch and gearshift.

And the Husqvarna 701 Supermoto?

To keep it that way, he should ignore the Husqvarna 701 Supermoto as a precaution. Because, for whatever reason Husqvarna won the bid for the Duke engine first, the 701 pulled the joker with it. Only at the bottom is the propellant reminiscent of the KTM unit. Up to an estimated 3,500 rpm due to the lack of a rev counter, the Duke drive cannot deny its masses associated with the large displacement, and still bumps somewhat awkwardly through the low rev range. But shortly after this brand, the new one throws itself in shell. As if the men had tipped a whole bucket of Teflon into the engine oil during the first filling, the single purrs through the rev range in a cultivated and lively manner like no other single-cylinder engine in this displacement class before. Shifting at 6,000 rpm? Not necessary. Freed you let the stew purr through the rev range, occasionally even dispense with upshifting on short straights and instead nudge the rev limiter that gently intervenes at 8,900 rpm. If you involuntarily move the propellant at a significantly higher speed level than its counterpart in the KTM 690 SMC R, you can enjoy this hitherto unknown flexibility. Specifically: the usable speed range is doubled thanks to the excellent nursery. The driving pleasure too.

Head-to-head race in a direct full-throttle duel

The fact that the Duke unit in the husky dress does without the various driving modes available in the Duke or the engine drag torque control does not bother against the background of the polished appearance. And the ecstasy of joy almost transfigured the moderate readings. Because up to 7,000 rpm the newcomer clearly lags behind the previous unit in terms of performance. At mid-speed, the two motors separate up to six hp. Compared to the 71 HP engine of the KTM 690 SMC R, which is very well placed in the drilling, the drive of the Husqvarna 701 Supermoto can only play to its higher peak power with measured 74 HP at the speed peak. In the Duke, the thick pot is measurably stronger. In a direct full-throttle duel, the duo delivers a head-to-head race.

Husky still faster in the wild?

And every bet, in the wild, the husky with its larger speed Reserve and the livelier acceleration will ultimately keep its pointed fender in front. Especially since the blue and white speedster even benefits from the fluffiness of its engine in terms of chassis. With a lower drag torque, the Husqvarna 701 Supermoto rolls more neutrally into the bends, tilts a shade more willingly in an inclined position, holds the line even more precisely when applying the gas at the apex and feels a little more carefree than the KTM 690 SMC R when it comes to corners. That the Husqvarna suspension Both the fork and – due to the five millimeter shorter link arms – the shock absorber should be more progressive than the KTM suspension elements, but this could not be determined in practice.

Who angles the sharpest?

So be it, because both take the term "carefree" literally. Wide handlebars, slim waist, just 160 kilos with a full tank – racing is pre-programmed with these key figures. Who is on the accelerator earlier, who is on the brakes later and who is the most sharply bent? The Supermoto spirit permeates the mind in record time. Even the top speed, which is not really an issue on the country road, is given at least an ideal meaning in racing fever. All the more so when the inconspicuous singles with measured and therefore all the more impressive 196 km / h (Husqvarna 701 Supermoto) or 184 km / h (KTM 690 SMC R) dash across the highways.

What will happen to the KTM 690 SMC R in the future?

The top of the pass is approaching. We remember with delight for a moment what the duo had in common. For example the racing-style ABS, which can be switched off for the supermoto drift, the tubeless spoked wheels or the wonderfully easy-to-use clutch, shift and brake levers. But all of this quickly becomes obscured by the thought of the differences. No, the only difference: the engine. With that alone, the new Husqvarna 701 Supermoto of KTM has clearly outstripped the rank. Point. As for the KTM 690 SMC R: KTM is still silent, but MOTORRAD is guessing that it will also be available with the Duke single for 2018. Maybe with even higher performance, more electronics and even better running smoothness. Or is it quite different? Who knows, the Austrians are always good for surprises.

Conclusion on the sumo comparison test

With the engine from the 690 Duke, the Husqvarna 701 Supermoto pulled the joker. The new single-cylinder reacts more lively, runs more easily and, above all, has a class better smoothness than the single-cylinder of the KTM 690 SMC R. The KTM cannot counter these arguments despite more power at mid-rev. Once you sit on the Husky, you won’t return to the SMC R..

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