I borrowed a KTM 690 SMC R for nine days and did what everyone pretends they won’t: commuted on it, ran to the shops, and then burned an entire Saturday connecting back roads that absolutely did not need connecting. This isn’t a brochure; it’s what stuck once the helmet came off.
First Ride: The Bike That Dares You
Cold start, quick chatter, and then that big single settles into a thrum that feels like a heartbeat with opinions. I left early to dodge traffic and ended up doing laps around the ring road because the KTM 690 SMC R makes empty streets feel like an invitation. It’s tall—no hiding that—but once rolling it shrinks around you. The bars fall to hand, the pegs are ready for real body English, and the narrow waist makes city gaps feel comically wide.
Engine: One Cylinder, Several Personalities
This motor is the reason people whisper “hooligan” when the KTM 690 SMC R rolls by. At low revs it’s calmer than you expect; feed it throttle and it lunges forward with a clean, elastic pull. There’s enough smoothness that you can trundle through a sleepy neighborhood without rattling window frames, but crack it open on a clear stretch and it turns into a tugboat with sprinting ambitions. I kept short-shifting because the midrange is where the fun lives. Fuel consumption? Not a scandal, even when you ride it like you said you wouldn’t.
Heat never bothered me in town and vibration was present but civilized—modern mounts and mapping mean it’s “alive,” not “numbing.”
Handling: Corners Become a Habit
On the first proper B-road, the KTM 690 SMC R felt like it was reading the tarmac out loud. Turn-in is light, precise, and a little cheeky—like the bike’s already picked the next apex before you’ve finished with this one. The chassis stays composed when the road gets patchy; you can stand, float over the worst, sit again, and carry on as if the potholes were a rumor.
Suspension out of the crate was very “ready to send,” so I added a touch of rear preload for my weight and softened a click up front. Result: sharp without being skittish, planted without going dead. The front brake writes in clear sentences; the rear is a neat pencil for corner entry and tight U-turns.
KTM 690 SMC R Brakes & Electronics: Helpful, Not Bossy
Cornering ABS and traction control were the quiet adults in the room. In the wet over shiny paint, the dash blinked and the bike kept its line—no sermon, no drama. Supermoto ABS (rear more… liberal) turned small roundabouts into geometry lessons. I kept the rider aids on because I enjoy keeping my license.
The dash is simple and legible in rain. No treasure hunt through menus to change something basic. Pairing a phone for a quick charge and nav prompts was painless; I ignored the rest by choice.
Everyday Life: Yes, You Can Grocery-Shop on a Supermoto
I did, repeatedly. A tiny tail bag held bread, coffee, and a magazine I’ll pretend I read. The tall stance gives you traffic sightlines usually reserved for delivery vans, and the steering lock is better than it looks—duck-walking out of a tight parking space wasn’t a comedy sketch.
Wind protection? None, obviously. At sensible motorway speeds I was the screen, and that’s fine; this bike’s home address is painted on the nearest B-road. The seat reads “firm” for the first half-hour and then disappears. I did a long afternoon with quick coffee stops and never hunted for excuses to stand up—unless I wanted to, which is half the fun of a supermoto anyway.
Off the Map (But Not Off-Road)
With its road rubber and 17s, this isn’t a trail bike, yet I took a gravel cut-through to dodge roadworks. Stand on the pegs, weight the rear, let the single tug—up it went, no theatrics. Fire roads and campsite tracks are absolutely fair game. Mud ruts and hero shots? Different tool.
Annoyances (Small Ones)
- Mirrors start to fuzz at naughty speeds; I used them to check cops, not hairstyles.
- If you’re short of inseam, the seat height will ask for forethought at off-camber stoplights.
- The fueling is crisp; ham-fisted wrists at low revs in first gear can make it snatchy. Smooth hands fix it.
The Moments That Sold Me
Morning loop: empty roundabouts, third gear, the chassis carving lazy S-shapes like it was sketching in pencil. I realized I was laughing—quietly, helmet-full.
Rain test: painted zebra crossing, throttle steady, bike calm. I said “thank you” into my visor like a weirdo.
Errand run: came back with coffee, forgot the milk, went out again on purpose. The KTM 690 SMC R turns “oops” into “one more lap.”
KTM 690 SMC R Who It’s For
If you live on back roads, love late braking and early throttle, and want a bike that rewards body language and smooth hands, this is your new bad habit. City riders who lane-split (where legal) will feel like magicians. If your life is 70% motorway cruise or two-up touring, look elsewhere—and that’s okay. The 690 is a specialist at making short distances interesting and medium distances short.
Would I Buy One?
Yes—knowing exactly what it is. I’d set sag properly, pick sticky road tires, fit a tiny tail bag and maybe a front fender extension for wet days. Then I’d stop fiddling and go ride every cloverleaf I can find, twice. The KTM 690 SMC R doesn’t shout with numbers; it mutters, “bet you can take that next corner cleaner,” and then proves you can.
That’s the hook: it turns Tuesday into a track walk, and the space between errands into the best part of your day.
Technical data KTM 690 SMC R 2024
| engine and drive | |
|---|---|
| number of cylinders | 1 |
| timing | 4-stroke |
| valves per cylinder | 4 |
| valve control | rocker arm, OHC |
| cooling | fluid |
| lubrication | pressure circulation |
| displacement | 692 cc |
| drilling | 105 mm |
| Hub | 80 mm |
| Performance | 75 hp |
| rpm at power | 7500 rpm |
| torque | 73.5 Nm |
| rpm at torque | 5600 rpm |
| compression | 12.7 |
| mixture preparation | injection |
| throttle valve diameter | 50 mm |
| starter | electric |
| coupling | antihopping |
| drive | Chain |
| transmission | gearshift |
| number of gears | 6 |
| chassis | |
| Frame | chromium-molybdenum |
| frame construction | lattice tube |
| steering head angle | 63 degrees |
| caster | 107 mm |
| front suspension | |
| suspension | Upside-Down telescopic fork |
| brand | WP |
| diameter | 48 mm |
| suspension travel | 215 mm |
| rear suspension | |
| suspension | two-sided swing arm |
| shock absorber | monoshock |
| Recording | redirection |
| brand | WP |
| suspension travel | 240 mm |
| front brakes | |
| design | single pane |
| diameter | 320 mm |
| Pistons | four-piston |
| technology | radial |
| brand | Brembo |
| rear brakes | |
| design | disc |
| diameter | 240 mm |
| Pistons | single-piston |
| Recording | floating saddle |
| brand | Brembo |
| driver assistance systems | |
| assistance systems | ABS, driving modes, ride by wire |
| data and dimensions | |
| front tire width | 120 mm |
| front tire height | 70% |
| front tire diameter | 17 inches |
| rear tire width | 160 mm |
| rear tire height | 60% |
| rear tire diameter | 17 inches |
| wheelbase | 1470 mm |
| Seat height of | 890 mm |
| dry weight (with ABS) | 147 kg |
| tank capacity | 13.5 l |
| driving license classes | A |
| reach | 329 km |
| CO² emissions combined | 96 g/km |
| combined fuel consumption | 4.1 l/100km |
| idling noise | 90 dB |
