KTM 690 SMC R

What’s new with this generation?

On 12 August 2025, KTM unveiled a new generation of its 690 SMC R and 690 Enduro R, which reached dealers from September 2025 as 2026 models. The 2027 model year, the one KTM France currently sells, has exactly the same specification sheet: only the colour name changes (“BLUE” instead of “ORANGE” in the configurator), and the official pictures still show a dark blue and orange livery. KTM publishes no owner’s manual for a 2025 model year: the last one for the previous generation is the 2024 edition.

The update brings an LC4 single that is around 50% new (KTM’s figure, as reported by Rider and Cycle News), a slightly stiffer frame, recalibrated suspension, new bodywork, a colour TFT screen, an LED headlight and recalibrated lean-sensitive rider aids.

How much does the 2027 690 SMC R cost?

KTM France lists the 2027 690 SMC R at €12,149 including VAT, recommended retail price excluding registration costs. Oddly, the technically identical 2026 model year is still listed at €12,649, with a promotional price of €11,149 shown on 13 October 2026, so compare both at your dealer. In the United States, the 2027 costs $12,999 before freight. There is only one version; the Quickshifter+ sells for €349.02 in KTM France’s PowerParts catalogue, and the Tech Pack, which unlocks Track mode, is charged separately ($600 in the US according to Ultimate Motorcycling).

How good is the revised LC4 single?

The LC4 keeps its dimensions (105 x 80 mm, 692.7 cc, 12.7:1 compression), its two balancer shafts and its twin-spark ignition. KTM redesigned the crankcase, the clutch and stator covers and the oil circuit; the international press (Rider, Cycle News, 1000PS) also describes a higher-pressure fuel pump, revised valve timing, an airbox that eliminates the secondary air system and a catalyst moved into the header, which makes fitting an aftermarket silencer easier. The result is 79 hp and 73 Nm, against 74 hp and 73.5 Nm for the 2019 generation; according to 1000PS, KTM quotes these figures at 8,000 and 6,750 rpm. A short-throw (65°) throttle grip controls the ride-by-wire system, and the six-speed gearbox is paired with a hydraulically operated PASC slipper clutch.

On the road, opinions differ. 1000PS finds it “extremely lively” yet more refined than its predecessors, even in town; RevZilla calls it smooth and linear at low rpm, “rare for a big single”. Cycle News is harsher, describing it as vibey and one-dimensional, and Ultimate Motorcycling detects emissions-minded fuelling low down, with the engine only truly waking up in the midrange.

How does the chassis perform?

The chromoly steel trellis frame, slightly stiffer than before according to KTM, carries a 13.3-litre polymer fuel tank that doubles as the rear subframe. The 48 mm WP APEX upside-down fork (224 mm of travel) splits compression (left leg) and rebound (right leg) damping, both adjustable without tools; the WP APEX shock with Pro-Lever linkage (240 mm) is adjustable for preload, rebound and high- and low-speed compression. A radial Brembo M4.32 caliper grips a 320 mm disc, and the 17-inch tubeless spoked wheels wear Continental ContiAttack SM 2 tyres. KTM claims 152 kg without fuel and 162 kg with a full tank; the 2027 owner’s manual gives about 153.5 kg without fuel.

Every review praises its agility: stable yet “extremely agile” for 1000PS, neutral and predictable for RevZilla, able to make conventional road bikes look clumsy in tight corners for Ultimate Motorcycling. 1000PS added compression damping to a fork set up on the comfortable side from the factory, whereas RevZilla found it over-damped out of the crate. The brakes win unanimous praise.

What electronics are standard and optional?

Standard: a 4.2-inch colour TFT screen, KTMconnect connectivity (music, calls, turn-by-turn navigation), a USB-C port, full LED lighting, Street and Sport modes, switchable cornering traction control and cornering ABS with Road, Supermoto (rear ABS off for backing it into corners) and Supermoto+ (ABS kept on both wheels while allowing more slip) modes. Optional: the Sport ABS mode, which intervenes later, Track mode (launch control, adjustable wheelie control, slip adjustment and MSR engine-braking control) and the two-way Quickshifter+. A Demo mode unlocks the Tech Pack and the Quickshifter+ for the first 1,500 km.

Which licence do you need?

With 79 hp (58 kW), the 690 SMC R requires a full A licence. Because its original output is below 70 kW, it can in theory be restricted for an A2 licence, provided it also meets the 35 kW cap and the 0.2 kW/kg ratio set by French law. KTM France does not list an A2 version for this model year, although the spec page of Italy’s Moto.it lists a restricted (“depotenziata”) version, so check with a dealer that an approved restriction exists before buying.

Fuel consumption and maintenance

KTM only quotes CO2 emissions of 96 g/km; Husqvarna, which sells the twin 701 Supermoto with the same engine and the same 96 g/km, claims 4.1 L/100 km. No review has published a measured figure. With 13.3 litres, including a 3.9-litre reserve, the theoretical range is around 320 km, but Ultimate Motorcycling finds the tank too small for long outings. The owner’s manual calls for an oil change every 15,000 km or 12 months (up from 10,000 km on the previous generation) and a valve clearance check every 30,000 km.

Are there any recalls?

No recall concerns the 2026 and 2027 model years on RappelConso, Safety Gate or with NHTSA (October 2026). The previous generation was recalled for the clutch slave cylinder seal, notably on 2019 and 2020 690 SMC R models (Safety Gate A12/01438/21, NHTSA 21V792000).

Where does the 690 SMC R come from?

KTM launched the 690 SMC in 2008 with a 654 cc LC4 (63 hp claimed). The 690 SMC R replaced it in 2012 with a 690 cc, 67 hp engine, then gained twin-spark ignition, ride-by-wire and Bosch ABS in 2014. The 2019 generation moved to 692.7 cc, two balancer shafts, 74 hp, cornering ABS and traction control, and was sold until the 2024 model year. The Husqvarna 701 Supermoto shares the same technical base.

Who is it for?

It is a bike for experienced riders who love supermoto: a tall seat, limited comfort and maximum fun on tight twisty roads, in town and at kart tracks. RevZilla recommends it to city commuters, canyon riders and former motocross riders; Cycle News and Ultimate Motorcycling point out that it is neither a tourer nor a long-distance bike.