With more buzz than a hive of angry bees and a tall, narrow seat carved from granite, KTM’s 690 Enduro R leaves a lot to be desired as a street bike. Don’t get me wrong, with a feisty, 67-claimed-horsepower thumper and weighing just 340 pounds, the 690 is a fast, flickable bike on any twisty road, the tighter the better. But on the dual-sport continuum, it definitely leans more toward the off-road end of the spectrum.
Slotted between the street-legal, 240-pound 500 EXC-F enduro and 1090 Adventure R in KTM’s lineup, the 690 is heavier and more roadworthy than the 500 but is nearly 200 pounds lighter and $3,900 cheaper than the more plush, powerful and technology-laden 1090. Therein lies the dilemma. What’s more important to you, lightness, agility and off-road-worthiness, or comfort, power and sophistication?
Helmet: Arai XD4
Jacket: Held Carese II
Pants: Held Torno II
For street riding, light-duty off-roading or multi-day touring, a full-on adventure bike makes the most sense. But given my street-biased skill set, whenever I’m on an adventure bike and the off-roading gets technical, prudence leads me to slow way down and take it easy. I don’t want to break the bike or me. The off-road riding I do most often—daylong, 300-plus-mile dual-sport rides with a 2-to-1 ratio of pavement to dirt—usually involves challenging terrain: deep sand, single track, tricky hill climbs and descents. Riding the 690 Enduro R for 200 miles on the street makes my hands numb and my butt sore, but the trade-off is worth it given how the KTM performs as soon as its knobbies leave the pavement: it’s like riding the orange-and-black offspring of a gazelle and a mountain goat.
Compared to a larger adventure bike, off-road the 690 is more fun and exciting yet also more relaxing. By virtue of its light weight, it’s easier to toss around and control, giving me the confidence to back it into tight corners, power slide around bends and take trickier lines. And its state-of-the-art chassis and components help keep me out of trouble and avoid pucker moments. Perhaps most telling was my most recent dual-sport ride on the 690, which included a long stretch of riding through a deep, meandering sand wash. I. Hate. Sand. “Gas on, brain off” is the usual advice, but the out-of-control feeling I get riding through sand makes me want to roll off and tense up. But on that particular day, I was in the zone. Chasing our ride leader, I kept my speed up and floated over the sand with ease, fear giving way to exhilaration. Feeling pumped, later on I even popped a few wheelies and sailed over some jumps, taking me back to the carefree days of launching my BMX bike off homemade ramps as a kid.
That’s magic. That’s why I ride.
Part of what makes the 690 so capable is, instead of being old-tech or dumbed-down, it features plenty of KTM’s championship-winning know-how. Its liquid-cooled, fuel-injected, throttle-by-wire LC4 single has been steadily improved over the years, displacing a full 690cc and delivering power and torque that put the competition to shame, and its 6-speed transmission shifts easily thanks to an APTC hydraulic slipper clutch and Magura master cylinder and lever. Its tubular-steel trellis frame and cast aluminum swingarm are strong and light, and its WP suspension—an upside-down fork with separate damping circuits in each leg and a single rear shock with Pro-Lever linkage—is fully adjustable (including high- and low-speed compression damping), offers 9.8 inches of front/rear travel and is amazingly compliant and forgiving. Lightweight, spoked D.I.D. DirtStar rims, in roll-over-anything 21-inch front and 18-inch rear sizes, are shod with aggressive Pirelli RallyCross knobbies that do surprisingly well on the street. Brembo brakes, with 2-piston front and 1-piston rear floating calipers squeezing petal-style discs, are powerful and provide excellent feedback at the lever. Bosch 9M+ ABS, which can be turned off at the rear wheel (and will stay off thanks to an optional $109.99 plug-n-play dongle), works very well on- and off-road.
With more than 900 miles on the 690, we’ve averaged 42.3 mpg from the 3.2-gallon, underseat gas tank, yielding 134 miles of range. But during aggressive riding, fuel economy dropped to 34.7 mpg and just 111 miles of range. We’ve decided to keep the Enduro R in our long-term fleet and see if we can address some of its vibration, comfort and range issues. And because it’s so darn fun to ride!
Read our 2017 KTM 690 Enduro R long-term review
2017 KTM 690 Enduro R Specs
Base Price: $10,799
Price as Tested: $10,909 (ABS dongle)
Engine Type: Liquid-cooled single, OHC w/ 4 valves
Bore x Stroke: 102.0 x 84.5mm
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: X-ring chain
Wheelbase: 59.2 in.
Rake/Trail: 27 degrees/NA
Seat Height: 35.8 in.
Wet Weight: 340 lbs.
Fuel Capacity: 3.2 gals., last 0.7 gal. warning light on
MPG: 91 PON min. (low/avg/high) 34.7/42.3/49.5
The elephant in this room is the Husky 701 that has the newest iteration of the 690 engine with dual balancers.
I’ve ridden the 701. Engine is only slightly smoother, but has less power down low and is peaky in the midrange. It’s fine, but it’s not better than the 690 for off-road work IMHO. And, part of those smoothness was the less aggressive TKC80 tires vs. the Pirelli MT21 knobbies.
I bought my KTM 690 in April 2015. It has propelled me up to 11,000 ft in Colorado, all around the tough Green River area of Utah, all over the front range trails and roads west of Denver and around the KTM rally in Deadwood South Dakota. Is it the ultimate dual sport? No but it comes pretty close after the addition of a Seat Concepts comfy seat, a much lighter Wings muffler, lower and longer foot pegs and a lower temp fan control switch. After burning off the OEM Pirelli tires, I swapped to a set of Heidenau sneakers that are much happier on the asphalt and quite capable on the dirt. Some people put on a steering damper but I’ve never seen the need. One last comment, I did find the compression damping on the forks and shock to be way too much. It was beating me up so I softened it up many clicks and now it is very nice. Dual sport heaven.
$10k plus for a sore butt, vibration & just over 100mls from a tank full???
Is the air thin on your planet??
Everything is a compromise. I own a 2011 Kawasaki KLR 650. Have ridden a Honda Africa Twin 1000 both on and off road. And I’ve ridden the KTM 690. The KLR has a 6 gallon tank and is more nimble than the Honda off road by far. Wish it had a little more power. The Honda is amazingly powerful and is street oriented. The KTM? Off road it’s beyond a thrill ride. Never personally ridden an all purpose that even comes close. It’s even super fun on pavement. But would I choose it for super long distance rides? No. Everything is a compromise.
What are the maintenance intervals like on this bike? Oil change and valve clearance check by hours or miles? And how many, etc. Thanks
KTM has all of its owner’s manuals online: http://www.ktm.com/us/service/manuals/
Change oil/filter at 10,00km (620mi) then every 10,000km (6,200mi) thereafter
Check valve clearance every 10,000km (6,200mi)
[…] from owners in Ausie land; https://www.ridektm.com.au/news/ktm-…riders-review/ Rider magazine 2017 KTM 690 Enduro R | Review | Rider Magazine I rode a 690sm a few years back. Liked the wide torque band. Didnt pay much attention to the […]
I own a 2017 690 r and it’s a fantastic bike! I’m not in a position to own 2 bikes so for me this is it. the raw power and amazing handling far outshine the comfort issues for long distance. I’ve ridden it on twisty asphalt roads in the mountains (an absolute blast) and on tough single off road Terran. it shines! I have put on a seat concepts seat and am getting ready to install a Scott’s steering damper–at high speed the front end feels a bit light due to the rear and low gas tank. overall This bike is off the chart! thanks KTM
My dad has a 2017 KTM 690R enduro and got me a 2017 XR650L and the XR650L is better on the street while the KTM has many tricks up its sleeve like a stock power commander under the seat. 1-10! Also abs stuff, maybe the tires are just more road oriented on my XR650L but even my pops says the Honda is better on the street. Over I’d choose the Honda because KTM is too much up keep and I’m lazy and dont wanna do it myself or pay for it. KTM cash almost 13k Honda XR650L cash 8,750$ lot less maintenance but for 5k out into my XR650L I’d blow the KTM away in all aspects.
I own a 17 690R…
Before I ever rolled off the floor, I had the suspension dialed for me, rally pegs, steeering dampener, and got rid of those god awful mirrors. The weight of the bike on a down sand crash shattered the stock hand guards and $60+ brake lever) so after the purchase of HBD kit. I have zero issues After crashes. I did change the exhaust to a Yosh. And I’m not sorry.woke the bike right up. Seat concepts seat fixed the sore ass after a 10 day ride…In 2018 I purchased tubeless SM (warp 9) and that fixed almost all the road vibration. The bike is now absolutely a dream, it has some mods yes, but all in all, it has more than enough power to do technical off grid stuff, and with the conversion to 17” SM wheels I look forward to road trips. Hands down best purchase ever! Currently at 15k miles. I purchased it in Aug. 2017 I don’t do the 6,200 mil drain interval. It’s easy enough to do it, so I go no more than 5k at worst.
Love my KTM 690. It has been through streams (ask Greg), on the highway for 100’s of miles on end (I70 from Grand Junction to Boulder), been to Mount Evans above 14,000 feet, crawled over boulders at 2mph. It really is a do it all at bike in relative comfort. One of the nicest bikes I’ve had.