The supermoto class exists for exactly one reason: fun, full stop. Touring, comfort, and utility? Put that out of your mind, because we’re only here for a good time. At $13,399, the single-cylinder-powered 2026 KTM 690 SMC R is the motorcycle equivalent of a kid’s sugar-fueled rush, chock-full of wheelies, skids, and jumped curbs.
In 2026, KTM massaged its street-legal 690 SMC R supermoto, big brother to the entry-level-friendly 390 SMC R and cousin to the competition-only KTM 450 SMR. Most of the 690’s mechanical meddling centers on the LC4 powerplant, though a few other tweaks keep it at the pointy end of motorcycling’s most entertaining niche segment. For our 2026 KTM 690 SMC R review, we romped around Southern California, spinning laps on twisty stretches of pavement and whipping through Los Angeles’ famed gridlock traffic. So, without further ado, let’s get on with the Fast Facts.
The largest single-cylinder on the market has plenty of new bits to show off this year. For 2026, the 693cc single received one of its most thorough reworks in years: a redesigned crankcase, new clutch and stator covers, and a revised internal oil circuit for better lubrication and durability. A higher-pressure fuel pump, updated valve timing, and a redesigned airbox bring the engine to Euro 5+ compliance. At the same time, a repositioned catalyst allows for a more compact muffler that can be easily replaced. KTM claims 78 horsepower and 54 lb-ft of torque, figures that back up what the engine feels like once it’s spinning.
KTM’s LC4 thumper carves out its own corner of the market, and it takes a minute to understand it. The payoff is big once you do. Out on the road, the massive single might not be as punchy as you’d imagine. Fueling down low and at partial throttle hints at emissions-minded tuning hiding a lot of potential. The quick fix? Lay into the ride-by-wire, 65-degree throttle and the engine wakes up hard through the midrange before truly coming alive on top. Again, it goes against preconceived notions about a big-bore single, as most give everything low and taper off toward redline. The Austrian supermoto’s natural competitor is the Ducati Hypermotard 698, which measures up neck and neck in claimed horsepower, though the KTM delivers about 16% more torque. Once you commit, there’s simply more muscle everywhere, and the LC4’s broader midrange-to-top-end pull pays real dividends.
The 6-speed gearbox and hydraulic assist-and-slipper clutch play an important role here. Picture it: you’re clicking up through the gears on a straightaway, then rapidly working back down through the gearbox when setting up for a corner, both with the help of the accessory quickshifter. Ah, it’s a blast. Yet, the slipper clutch helps keep things in line during those aggressive, high-rpm downshifts by preventing rear-wheel hop. It’s a small detail that might go overlooked in a spec sheet, and one with tangible benefits when setting PBs in your local canyons, err, we mean at the track.
The electronics package is genuinely modern, which wasn’t always the case on this platform. A crisp 4.2-inch TFT dash anchors redesigned switchgear that’s easier to navigate mid-ride than the outgoing bike’s old-school LCD setup. KTMconnect adds smartphone pairing, if that’s your thing. Road and Sport Cornering ABS modes and lean-angle-detecting traction control are calibrated with a light touch, staying mostly invisible until you need them. A new Supermoto+ ABS mode lets the rear wheel step out a few degrees. It joins Supermoto ABS, which removes ABS from the rear wheel and leaves things up to your skill alone. Every mode retains some level of front wheel ABS.
Track mode is an option with plenty of personalization available. Standard selectable ride modes tune throttle response between Rain, Street, and Sport. Meanwhile, the Tech Pack ($600) adds the aforementioned quickshifter, plus Track mode. This buys you launch control, five-level wheelie control, engine-braking control, and nine-level traction control (plus off) to tailor rider aids as you please. It’s a meaningful step up from the outgoing bike’s electronics suite, and it brings the SMC R closer to KTM’s naked-bike range than any 690 before it.
Handling is where the 2026 KTM 690 SMC R earns its keep, and it does so with enthusiasm. Turn-in is light, quick, and energetic; point the bars and the bike simply goes, changing direction with none of the inertia you’d expect from a machine built around a 693cc single. It isn’t as razor-edged as a full competition supermoto like KTM’s own 450 SMR, which makes sense, given the 690’s street-legal dual-sport bones and heavier 357-pound curb weight. Still, it is a mighty good time. Stack it against any conventional streetbike, and the SMC R makes those larger, heavier machines look clumsy in a series of tight corners. It flicks from side to side with an eagerness that most road-focused motorcycles simply cannot replicate. It’s a specialist’s tool and, in its specialty, it’s a ripper.
The WP Apex suspension at both ends splits the difference between comfort and control reasonably well. Revised damping settings soak up rough pavement nicely. The fork features tool-less damping adjustment, while the shock is fully adjustable. You can crank things down for a day at the kart track or run settings in tune with the street; there is a genuine range of adjustment here. Small pavement imperfections, patched asphalt, and mid-corner bumps that would upset a stiff streetbike don’t faze a supermoto. It won’t replace a proper sport-touring setup for long miles, as it’s still firm enough to remind you what it’s built for: entertainment.
Braking comes by way of Brembo. A Brembo radial master cylinder feeds a single four-piston Brembo M4.32 caliper biting a 320mm front rotor. It’s familiar hardware we’ve seen on numerous sportbikes over the years, and when applied to a relatively lightweight platform like the 690, it delivers direct stopping power with decent feel. The rear brake modulates well enough to support intentional slides into corners, which, should you be so bold, comes in handy. Oh, and the Continental ContiAttack SM 2 tires, which returned to the SMC R this year after a run on Bridgestone Battlax Hypersport S21 rubber, are superb for braking, acceleration, and cornering.
Comfort and range are the trade-offs, and KTM never pretended otherwise. The narrow, firm seat makes anything past an hour or so in the saddle seem like a long stint, though the 3.5-gallon fuel tank keeps uninterrupted outings short. A quick top-up at the gas station for the bike and a sip of your favorite diabetes-inducing electrolyte beverage, then it’s back to the proverbial races for another bite at the cherry. Rather than a flaw, it’s a statement of purpose: the 2026 KTM 690 SMC R is a short-range, fast-attack machine meant for bursts of unrestrained fun. One-dimensional? Absolutely, and that’s its strength. KTM leans into that quality, delivering an unfiltered, raucous machine that lives up to the supermoto class. If you want a motorcycle that can make commutes a good time, canyon rides a laugh, or even settle in for kart-track days, then your chariot awaits.
Action photography by Don Williams
Static photography by Fotografie Mitterbauer
In our first segment this episode Don Williams tries out his first e-clutch motorcycle: the new Honda CB750 Hornet. The Honda 750 is already an excellent motorcycle in its own right; it’s fast, and it handles beautifully. So, does adding the E-Clutch system to an already fabulous motorcycle really make any difference, or is this just an engineering exercise for the sake of it? Don Williams explains how the system works, and whether the E-Clutch is actually an upgrade.
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We’ve talked recently about the upcoming Biketoberfest in a few weeks time, and for sure it’s a great party and social event for motorcycle riders everywhere. But we don’t want to leave you with the impression that’s all it is. So Brian Bentley—born and raised in Daytona Beach—takes us through a sample itinerary of how you could spend your four days plus at Biketoberfest. Truth is, there are a ton of things to do in the October sunshine, and Brian’s example itinerary will give you a lot of ideas. And don’t forget: make sure you download the Biketoberfest mobile App from Apple or Google Play or visit www.biketoberfest.org.
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In our second segment this episode Arthur Coldwells chats with Tony Bracalente, founder of Ryder-Gear. Tony is a Navy veteran and was a nuclear engineer on submarines; he’s also a frequent track rider and racer. He founded Ryder-Gear as a result of his own track riding needs, and after friends kept asking him to help them out with what they needed, he eventually started the company. Tony’s interesting background and story-telling ability gives some insight into what it takes to improve motorcycle safety both on the track, and on the street.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
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