You won't find this 690 in KTM's off-road lineup; the Austrian company considers it a streetbike even though Euros might call this machine a "hard enduro." It's the latest large-displacement single-cylinder dual-sport available and part of a shrinking breed: a bike for the street with the latest and greatest technological advancements that appeal to the eyes of a dirt guy. But this bike may not jump out and cry off-road to a KTM purist. It has some funny stuff on it that reeks of the on-road orientation. Yet KTM developed this motor in Dakar rallies and has seen fit to challenge Honda for Baja 500 and 1000 overalls on a factory version fully built to not just put-put around.
At its heart is a fuel-injected monster that fires right to life and settles into a muzzled purr. It has very little vibration at idle and even less when riding at cruising speed, and that was the worst trait of the former LC4 engines. The first thing you notice when she starts rolling is power. Amazing power. Almost too much power on dirt, if there ever is such a thing. This bike will instantly light up the rear tire on the street or in the dirt anytime you aren't careful when you yank the throttle. With the FI being so good, you have to twist it a lot less than you'd be used to in order to get these startling results. Throttle control, my dear Watson, throttle control! Then when you learn this and the fact that the bike can be ridden a gear or even two high, things get really good. And our bike never fully broke in so we can only imagine the pull up top when she's running free.
Flowing fire roads are where this KTM shines.
The next thing you notice about the 690 is that it's a lot smaller-feeling than previous LC4 bikes. In fact, it sits lower and feels smaller than the current street-legal EXCs or even the dirt-only XCs, largely because the seat is actually lower and runs up over where the gas tank and cap should be. Don't bother looking, because it's under the seat where the airbox usually is; they've been switched. Naturally, the 690 is roomy and control-position-adjustable like all KTMs.
The bike has a light stance on its wheels and you'd be hard-pressed to feel the 320-pound weight in regular riding. Get aggressive and push the bike or get in awkward situations and you know it's heavy and no EXC. In fact, the foo-foo nature could rear its ugly head if the trail turns nasty because there isn't a trace of engine protection even though it looks like there are attachment points for a lower-frame cage and a good skid plate. Enter KTM Hard Parts or the aftermarket to the rescue. Also, the rear brake master cylinder placement is low and dangerous. Don't bottom out on rocks!
Turning is sharp and precise as long as you don't want to make a tight turn, then you'll be pulling a three-pointer. The turning radius rivals a Mack truck because of the large-diameter fork, the trellis frame and the radiators. The suspension is actually pretty stiff and far from foo-foo. It delivers a surprisingly supple ride on the road and is great for medium off-road action. It sucks up regular bumps and chop, is crazy good on rolling whoops and even handles jumps within reason-since there's ample stiffness for carrying a passenger. Because of the overall firm feel, it does dance around on washboard fire roads. We even found some choppy canyon pavement that shocked our rider's hands and rear. The aggressive suspension settings might go unnoticed if the 690 sported a deep, soft cushy seat, but that's not the case. The perch is surprisingly accommodating considering the slim lines of the design, but those with delicate derrires will be convinced it's an example of fine Austrian wood sculpture after 100-plus miles.