Husqvarna 701 Supermoto, KTM 690 SMC R, SWM SM 650 R and Yamaha XT 660 X put to the test

In 2015 the KTM 690 SMC R took the best-sellers table by storm. With the Husqvarna 701 Supermoto and SWM SM 650 R, two newcomers are breathing fresh life into segment that was until now dominated by the Yamaha XT 660 X – and the four-way comparison test is being overseen by a Supermoto world champion.

Adrien Chareyre’s eyes light up as if he had conquered Mount Everest. “Sehr güt”, utters the Frenchman with an impish expression, drawing all that he possibly can from his rudimentary knowledge of German. In actual fact this was his first ride on the Col de l’Espigoulier. Until now the 30-year-old was not familiar with the pass to the north east of Marseilles, measuring just 700 metres and a hotspot on MOTORRAD’s winter test programme. Presumably because over the past 13 years the man from Alès has been residing on the world’s Supermoto tracks. During this time he managed to pick up four world titles, was the factory driver for Husqvarna and Aprilia, but has been a racing sports pensioner since October – and is now the star guest for the Supermoto comparison test of the Husqvarna 701 Supermoto, KTM 690 SMC R, SWM SM 650 R and Yamaha XT 660 X.

Is it out of a sense of duty or as a result of pure withdrawal? The Husqvarna had not even been leaning on its side stand for five minutes when Monsieur Chareyre jumped back into the saddle. All good.

We follow after. Hey, there’s no starting light here! Thoughts of restraint and moderation appear to rebound off Adrien’s mental firewall. Only a car rocking its way down into the valley brings the field of bikes back together. The number of single-cylinder Supermotos currently road-approved is rather small. The four bikes are just about filling the radius of one of many narrow bends on the descent down the pass. Of the Japanese manufacturers it is still just the Yamaha that produces an off-road version. However, in terms of design, the Yamaha XT 660 X (7,670 euros plus 1,110 euros for the Akrapovic system in the test machine) stems from the year 2004, but since then has been modernised with an aluminium swing arm. But perhaps the restraint stems merely from the KTM 690 SMC R. For anywhere that a niche opens up, the Austrians fill the vacuum with tailor-made models. And they are having joy with this.

The best-selling KTM, which grabbed a sensational eleventh place in the 2015 approval statistics – the 690 SMC R – this year became a phenomenon on the German motorcycle market. And it did so without making any technical changes. It was last available with ABS and Ride-by-Wire in 2014. Or, if you like, in the form of the Husqvarna 701 Supermoto launched in 2015. Technically speaking, the 701 Supermoto is actually based on its sister within the company, differing only account of its seat extending further over the sides, a tank that has been enlarged from 12 to 13 litres, rubber-mounted handlebar clamps and modified mapping and tuning of the suspension elements. And in terms of the price. At 9,545 euros, the Husky costs 350 euros more than the KTM 690 SMC R, which isn’t cheap either at 9,195 euros.

SWM SM 650 R with a Husky Single

It is in precisely this gap that the SWM SM 650 R has the edge. SWM? A brief look back provides some clarification. In February 2013 BMW, having had no luck as owner of Husqvarna, sold the loss-making subsidiary to KTM. The Austrians closed the factory, but since then have been using the name, with its long tradition, for its model range based on KTM technology. The remaining stock of the Husqvarna machines manufactured in Italy were sold off. However, they are now celebrating a resurgence. With money from Shineray, one of the largest Chinese Motorcycle manufacturers, in September 2014 former Husky Chief Engineer Ampelio Macchi took control of the Husqvarna factory premises and production systems, and the rights to an old name: SWM.

In this respect it is not difficult to trace the family tree of the SWM SM 650 R. The Single was last offered in 2012, at the time sold as the Husqvarna SMS 630 – and it is now launching its attack under a new flag, with a competitive price. The machine, which aside from the parts manufactured in China (engine casing, transmission, clutch control, plastic parts) is manufactured in Italy, costs 6,740 euros.

The KTM and Husky are almost completely identical

The Peugeot kindly waves us past. We extend our right leg briefly as we overtake. Merci. Right, left, then right again, there is barely a metre that runs straight on the top section of the pass. Supermoto dreamland. Anyone who doesn’t put their foot down with these four bikes in this setting would probably also push Jennifer Lopez out of bed. Wide handlebars, slim waists, upright sitting position – a perfect setup in order to hurl the machines from one lean into the next, like a high-speed metronome. The two Austrians set the pace. In spite of the slightly further forward and more rounded seat on the Husqvarna 701 Supermoto, there is ultimately very little between the air in terms of the feel of the seat and the level of comfort. The only differences to be found are the handlebar frame, which is only adjustable on the KTM 690 SMC R and is mounted further forward on the fork crown on the test bike. As a result, the KTM involuntarily applies more pressure to the front, and is rewarded with steering precision that is a touch more accurate and clearer feedback from the front wheel. Granted these are subtle nuances, but they are noticeable. The lightness that is typical of Supermotos is nonetheless present. With barely 156 kilograms, albeit with a full tank, the KTM 690 SMC R tilts as lightly into the corner as a Playmobile motorbike.

The Husqvarna 701 Supermoto weighs two kilos more – on account of the tank capacity having been increased by one litre to 13 and the changes to various details such as the muffler or licence plate holder. The weight difference really cannot be noticed subjectively speaking. Presumably also on account of the fact that, in spite of the stated differences in terms of the damping and the steering lever, the twins have practically identical genetics. And the same probably also applies to Adrien and professional stunt rider Jo Bauer. Riding in parallel, the KTM 690 SMC R and Husqvarna 701 Supermoto both glide into the corners with wailing rear tyres. What a sight for sore eyes! The racers have long since switched off the ABS. But they wouldn’t have even had to. Picky customers can disable the ABS control at the rear wheel with a connector from the Powerparts range (92 euros). However, even extreme country road racers will rarely push the sporty, late-acting anti-lock system at the front wheel to the control range. Even if the load can be reduced almost excessively before each bend with the force of a single finger. Awesome. The suspension elements in particular keep the two flying machines well balanced when using the sophisticated Stop-and-go mode, ensuring smooth running even during extreme load changes, in spite of the generous spring deflection. In any case the forks and suspension struts are completely adjustable.

Given this sporty setup, even the level of comfort is acceptable, the narrow seat even performing well on rough road surfaces. The more comfortable tuning of the damping stated on the specifications for the Husqvarna and the results of a longer steering lever about which we have no more specific details (MOTORRAD measurement: 4 mm) are not actually evident in either the sag measurements or on the track. But we’ll take their word for it!. So the tuning is also perfectly fine. At least the Husqvarna 701 Supermoto sets itself apart from the KTM 690 SMC R elsewhere. The revised radiator grille enables a much larger steering angle, cutting a considerable 1.5 metres of the annoying large turning circle of the KTM.

The SWM SM 650 R tilts even more effortlessly into an inclined position

The SWM SM 650 R also exudes a sporting spirit. The slim seat and the acute knee angle impressively bring to mind the Italian’s offroad heritage. And at 161 kilos, the mature lady also has a great bikini body. But whereas the Husqvarna 701 Supermoto and KTM 690 SMC R slice through the corners like a cutting wheel, with all the emphasis on the front wheel, the SWM is almost provocative in the neutral manner in which it draws its line. Shifting your bodyweight forwards, sliding back and forth on the seat – all of this is unnecessary. The SWM SM 650 R clings tightly to the asphalt, finding its ideal line almost automatically, without losing its cool whatsoever, thus bringing a touch of calm to this wild dash around corner after corner. Adrien, who has now switched from the new Husqvarna to the SWM, is deeply moved. “I am familiar with know the feeling,” describes the Gaul, amused at his déjà-vu experience. From 2007 to 2009 he won his first three world titles on a Husqvarna, and currently feels like he has travelled back in time. The ergonomics, haptics and drive sensation are strikingly reminiscent of the machines that, back then, were built in Varese.

Which really does have a positive side to it. The SWM, with the 150 Series rear tyre tilts even more casually into an inclined position than the Husqvarna 701 Supermoto and KTM 690 SMC R, and can be returned to an upright position even more effortlessly. It is almost unbelievable. Only on beat up road surfaces does the SWM drive system have to keep a low profile. In contrast to the comfortable Sachs suspension strut, the Marzocchi fork is jittery, in this situation perhaps even paying for the spring deflection having been extended by 40 mm, to 250, in comparison to Enduro version, rattling to the outside of the curve on hard bumps. Even before the corner, the SWM rider must allow for reserves. Not merely because the Brembo system does not decelerate so pointedly as the Husky/KTM duo, while also requiring more manual force, but also because ABS is still a non-issue with the SWM. While we may excuse the lack of anti-lock system on the Hardenduro version, in a sports-focussed Supermoto bike, this really damages its image. Not to mention the increase in safety when pushing things to the limit.

A Supermoto feeling in wellness packaging

Which incidentally also applies to the Yamaha XT 660 X. ABS is likewise nowhere to be seen. Strange, seeing as the XT actually knows nothing at all about stress. However, it doesn’t know anything about the Supermoto spirit either. The broad seat is comfortable like on a Touring Enduro, while the towering tank defines the driving position. The wild, Supermoto airs of the other three bounce of the XT’s 181 kilos without leaving any residue. You have to understand it, relax and enjoy its benefits. A bumpy road surface? So what. Bumps, ridges and potholes disappear into the softly tuned conventional fork and the suspension strut, which is only adjustable at the base of the spring, as if getting lost in the Bermuda triangle. That’s a nice perk. The reverse side of the coin: the XT reaches its limits when it comes to proper Supermoto performance. At accelerated speed it pumps reluctantly through the spring movements, lacking a defined compression point on the front brake at the top end. Perhaps this is why what they say is true: those who drive the XT, produced by MBK in France, and build up momentum, will still find a fast line, and will enjoy that Supermoto feeling, even in wellness packaging.

It has been some time since we wound our way down to the Valley Station in Gémenos. Adrien even used his indicator at one point. Time to turn back? Non, Monsieur. First we have to chug through the small town. And don’t forget to shift down. The heavyweight Singles can’t really do a strolling speed. Especially not the Husqvarna 701 Supermoto and the KTM 690 SMC R; with the largest engines at a capacity of 690 cc. At below 3,000 rpm their bulky bodies butt gruffly against the chain. Here the SWM SM 650 R from its rather smaller single cylinder, with a capacity of 600 cc, pulsing its way considerably more smoothly ahead. The Yamaha XT 660 X really plays the sophisticated lady. A high oscillating weight and low compression skilfully smooth off the performance of the 660 cc engine, but does distance the XT from the other three.

66 HP stated in the specs, 70 HP delivered on the test stand

For which the sign as we leave the town serves as a carte blanche. Finally we can again build up some revs and increase the tension on the chain. One thing you notice: this is precisely what Supermoto bikes were designed to do. Especially the rampaging Austrian duo. The two singles step up, as if somebody has piped a little laughing gas into the air filter boxes, literally whipping their way up through the revs and delivering even more than they promised. The specifications sheet declares 66 HP, however, the Husqvarna 701 Supermoto and KTM 690 SMC R knock out 70 HP onto the roller of the MOTORRAD test stand. Deliciously served up in the upper range. Thanks to the Ride-by-Wire system, the two single-cylinders respond really cleanly, with very lively throttle response. Granted, from 6,000 rpm the engine compartment is a little rattly, the single-cylinders forcefully reminding you to gear up. But that’s fine, as a finger tip and the tip of a toe suffice and everything once again slips and slides as light as a feather.

Everything would have been perfect if weren’t for this LC4 engine – equipped with a balance shaft and short stroke – that excelled with reduced vibration and a livelier and, at 74 HP more, powerful performance in the recently launched Duke. It would have also been a good fit in the chassis of the KTM 690 SMC R.

SWM – bassy, sonorous and never too loud

Speculation aside, once again the Husqvarna 701 Supermoto is said to set itself apart from the KTM 690 SMC R. This time with smoother mapping. And those who pay attention will notice that the Husqvarna actually responds more softly right down in the lower rev range, where the engine runs more smoothly. But once again the difference is only marginal. As, incidentally is also the case with the perceived differences between the Husky handlebar, which dampens the vibrations in rubber blocks and its rigidly screwed counterpart in the KTM. But back to the mapping. Of the three drive modes, which adjust via a really rubbish knob beneath the seat, you can do without the reserved Rain setting, and depending on your preference you can choose between Standard and Sport setting, with the latter not really any more aggressive anyway.

This doesn’t require a great deal of thought for the SWM rider. The combination of Mikuni injection and Italian Athena software is a sufficient setup to properly feed the DOHC engine. Only upon start-up do the electronics cause a few issues, requiring manual choke even once warmed up. It’s strange but once you get used to it you’ll be fine. The Italian in particular envelopes your senses, with a fantastic full sound from both mufflers. Bassy, sonorous and never too loud, the incredible soundscape makes a tremendous contribution to the feeling of wellbeing on the SWM SM 650 R. The fact that the 600 cc engine with 52 HP is actually playing in a lower division and rattles even more powerfully than the Austrians in the higher revs is barely noticeable on country roads. The acceleration of the Single is easily controlled, with clean throttle response. Its short gear ratios mean that it wants to be shifted down quickly and, as is also the case with its chassis, it impresses with its unfazed neutrality. You can live with that. Very well in fact. In particular the clutch (with no anti-hopping function) and transmission – aside from the gearshift lever being too shorts – also work very smoothly.

KTM 690 SMC R suitable for racing but can also be registered for use on the road

In order to classify the Yamaha drive system, you must first take a look at the performance chart. Up until 5,000 rpm, the Single with the longest stroke in the test field simply beats its colleagues hands down. Full stop. Nonetheless, the OHC unit doesn’t deliver a bold performance. The centrifugal masses in the engine and the excess bulk on the chassis make the XT drive system seem restrained, and in the end you actually have to call on every single one of the measured 50 HP. As such, the Yamaha XT 660 X again purrs along just as inconspicuously behind the other three as it did on the pass earlier. It tussles with the rather sticky gear shifting, the doughy feeling clutch and annoyingly stuffy sound. For a middle-of-the-road outing that may suffice, and in the long run it may even be less tiresome on account of the superior running and moderate vibrations. However, the XT drive system does not deliver the emotional kick you expect from a Supermoto bike.

However, the incredibly civil character of the Yamaha in particular is evidence of the huge range within the tiny Supermoto segment. Whereas the rational Yamaha XT 660 X and the polished KTM 690 SMC R, which even with all of its road approval vestments is still suitable for racing, stake out the two extremes, the two newcomers fall in between. The modifications to the Husqvarna 701 Supermoto ultimately hardly come through, with the additional few pounds, the slightly heavier clutch and most of all the not quite so accurate steering at the front costing it a few points. The SWM SM 650 R takes an entirely different line. On the one hand what is ultimately an aged concept from the Italians has to distance itself from the leading duo, but on the other hand it shines though on account of its uncomplicated character, which delivers that Supermoto feeling, and – within the context of the giveaway price – with a high-quality finish (stainless steel exhaust system, cleanly welded tube frame, carefully wired electronics, lubricating nipple on the steering lever)

The racing duo of the Husqvarna 701 Supermoto and the KTM 690 SMC R suit us. Adrien points inquisitively in the direction of the Col de l’Espigoulier. Some more acceleration, drifting, free-wheeling? Why not.

 

Specifications and measured values

Better seen on the test stand than felt on the road: the force of the Yamaha singles. At up to 5,000 rpm, their single-cylinder is superior to those in the Husqvarna 701 Supermoto and KTM 690 SMC R, or at least that in the SWM is anyway.

Three worlds collide: the duo of the KTM 690 SMC R and Husqvarna 701 Supermoto are clearly defined by their top power. To generate 70 HP from a single 690 cc cylinder, and with reasonably sooth running at that, is not easy. Since the 2014 model, the KTM engineers have been focussing on the electronic engine control (Ride-by-Wire). Within the Single segment, this power rating is only topped by the just recently introduced 74 HP drive unit of the KTM 690 Duke. The SWM SM 650 R represents the other end of the spectrum. The Italian compensates for the inferior power over large proportions of the rev range with accomplished, smooth running. Only on the dynamometer does the drive of the Yamaha single-cylinder become clear. At up to 5,000 rpm, the XT single-cylinder engine is even superior to the Husky/KTM duo.

 

 

Technical data Husqvarna 701 Supermoto

	Husqvarna 701 Supermoto
Model year	2015
Motor
Number of cylinders, design	1, Engine
Bore / stroke	102.0 / 84.5 mm
Engine capacity	690 cc
Valves per cylinder	Four valves
Compression	12.6
Output	49.0 kW (66,1 HP) at 7,500 rpm
Max. torque	66 Nm
Number of gears	Six-speed gearbox
Rear-wheel drive	Chain
Chassis, wheels, brakes
Frame	Tubular frame
Front/rear spring deflection	215 mm / 250 mm
Tyres	120/90 R 17, 160/60 ZR 17
Front/rear brake	320 mm four-piston fixed calliper / 240 mm single-piston floating calliper
ABS	Yes
Dimensions and weights
Wheel base	1,480 mm
Steering head angle	63.0°
Trail	112 mm
Dead weight with a full tank of petrol	147 kg
Seat height	890 mm
Permissible total weight	350 kg
Maximum speed	180 km/h
Price
New price	9,295 euros

 

Technical data: KTM 690 SMC R

	KTM 690 SMC R
Model year	2015
Motor
Number of cylinders, design	1, Engine
Bore / stroke	102.0 / 84.5 mm
Engine capacity	690 cc
Valves per cylinder	Four valves
Compression	12.6
Output	49.0 kW (65,7 HP) at 7,500 rpm
Max. torque	64 Nm
Number of gears	Six-speed gearbox
Rear-wheel drive	x-ring chain
Chassis, wheels, brakes
Frame	Steel tube frame, co-load-bearing engine
Front/rear spring deflection	215 mm / 250 mm
Tyres	120/70 ZR 17, 160/60 ZR 17
Front/rear brake	320 mm four-piston fixed calliper / 240 mm single-piston floating calliper
ABS	Yes
Dimensions and weights
Wheel base	1,480 mm
Steering head angle	63.0°
Trail	112 mm
Dead weight with a full tank of petrol	n/a
Seat height	890 mm
Permissible total weight	350 kg
Maximum speed	180 km/h
Price
New price	8,995 euros

 

Technical data: SWM SM 650 R

	SWM SM 650 R
Model year	2015
Motor
Number of cylinders, design	1, Engine
Bore / stroke	100.0 / 76.4 mm
Engine capacity	600 cc
Valves per cylinder	Four valves
Compression	12.4
Output	40.0 kW (53,7 HP) at 7,500 rpm
Max. torque	53 Nm
Number of gears	Six-speed gearbox
Rear-wheel drive	O-ring chain
Chassis, wheels, brakes
Frame	Bridge frame
Front/rear spring deflection	250 mm / 290 mm
Tyres	120/70 R 17, 150/60 R 17
Front/rear brake	320 mm four-piston fixed callipers / 220 mm single-piston floating calliper
ABS	n/a
Dimensions and weights
Wheel base	1,495 mm
Steering head angle	61.0°
Trail	115 mm
Dead weight with a full tank of petrol	n/a
Seat height	910 mm
Permissible total weight	340 kg
Maximum speed	170 km/h
Price
New price	6,490 euros

 

Technical data: Yamaha XT 660 X

	Yamaha XT 660 X
Model year	2015
Motor
Number of cylinders, design	1, n/a
Bore / stroke	100.0 / 84.0 mm
Engine capacity	660 cc
Valves per cylinder	Four valves
Compression	10.0
Output	35.0 kW (47.0 HP) at 6,000 rpm
Max. torque	60 Nm
Number of gears	Five-speed transmission
Rear-wheel drive	O-ring chain
Chassis, wheels, brakes
Frame	Single-cradle frame
Front/rear spring deflection	200 mm / 191 mm
Tyres	120/70 ZR 17, 160/60 ZR 17
Front/rear brake	320 mm four-piston fixed calliper / 245 mm single-piston floating calliper
ABS	No
Dimensions and weights
Wheel base	1,505 mm
Steering head angle	64.0°
Trail	94 mm
Dead weight with a full tank of petrol	186 kg
Seat height	875 mm
Permissible total weight	374 kg
Maximum speed	160 km/h
Price
New price	7,395 euros

 

MOTORRAD Test Results

KTM 690 SMC R

The KTM 690 SMC R takes first place in the Supermoto comparison test.

The top dog has roared. Until now it has been easy for the KTM 690 SMC R to defend its small territory, owing to a lack of competition. With ample power and successful chassis tuning, it is now also warding off new intruders, in the form of the Husqvarna 701 Supermoto and SWM SM 650 R.

Husqvarna 701 Supermoto

The Husqvarna 701 Supermoto claims 2nd place in the Supermoto comparison test.

There is no question – on account of the technology, which is almost identical to that of the KTM 690 SMC R, the Husqvarna 701 Supermoto catapults itself well out in front. Nonetheless: the fact that barely any of the modifications specific to the Husky are superior to the base model is quite amazing.

Yamaha XT 660 X

The Yamaha XT 660 X takes third place.

Soft suspension, a tame engine – the Yamaha XT 660 X doesn’t have much going on when it comes to sportiness. In everyday driving this concept can be fun. On the race track or when flying along winding roads, the XT, which is practically unchanged since 2004, is not in its element.

SWM SM 650 R

4th place goes to the SWM SM 650 R.

With a sophisticated engine, slimline ergonomics and nippy handling, the SWM SM 650 R is just what you think of when thinking of a Supermoto. The Italian is perhaps not quite suitable for the race track, but it is perfect for the drive home. And it isn’t too hard on your wallet either.

 

MOTORRAD points rating

 

Motor

	Maximum points	Husqvarna 701 Supermoto	KTM 690 SMC R	SWM SM 650 R	Yamaha XT 660 X
Torque	40	21	21	17	15
Acceleration	40	16	16	12	10
Top speed	30	9	9	7	5
Engine characteristics	30	18	18	14	14
Throttle response	20	13	13	11	14
Load change	20	13	13	13	14
Smoothness	20	7	7	7	10
Clutch	10	8	9	7	6
Gear switching	20	12	12	11	10
Gear graduation	10	8	8	9	8
Start-up	10	9	9	7	9
Total	250	134	135	115	115

With an almost 20 HP power advantage and corresponding drive performance, the KTM 690 SMC R and Husqvarna 701 Supermoto ensure that they assume a leading role. The Yamaha XT 660 X sets a completely different tone, with its smooth running and good response. The SWM SM 650 R, is practice-oriented with short gear ratios. However: even once warmed up, you still have to resort to the manual choke if you want to pounce right from the start.

Winning engine: KTM 690 SMC R

 

Chassis

	Maximum points	Husqvarna 701 Supermoto	KTM 690 SMC R	SWM SM 650 R	Yamaha XT 660 X
Handling	40	33	34	35	29
Stability in corners	40	27	27	26	24
Steering behaviour	40	26	27	26	23
Feedback	10	6	6	6	5
Banking	20	20	20	20	15
Stability on the straight	20	12	12	12	11
Chassis tuning, front	20	13	13	12	11
Chassis tuning, rear	20	13	13	13	12
Chassis adjustment options	10	5	5	4	1
Suspension comfort	10	4	4	4	6
Handling with a pillion rider	20	9	9	9	12
Total	250	168	170	167	149

Nippy handling, neutral steering and homogeneous suspension tuning – it is with these strengths that the SWM SM 650 R takes on the KTM 690 SMC R and Husqvarna 701 Supermoto. Only the notchy fork makes it go down a little in our estimations. The suspension comfort of the Yamaha XT 660 X is great, however, the suspension, damping and handling are a little too hazy to meet Supermoto requirement.

Winning chassis: KTM 690 SMC R

 

Everyday driving

	Maximum points	Husqvarna 701 Supermoto	KTM 690 SMC R	SWM SM 650 R	Yamaha XT 660 X
Driver ergonomics	40	20	20	19	23
Pillion ergonomics	20	6	6	7	10
Windscreen	20	0	0	0	0
Visibility	20	9	10	10	13
Lights	20	12	12	10	12
Equipment	30	6	11	7	8
Handling/Maintenance	30	21	20	19	18
Accommodation of luggage	10	0	0	1	1
Payload	10	6	6	4	6
Range	30	17	16	15	20
Finish	20	14	14	11	12
Total	250	111	115	103	123

A nicely upholstered seat for driver and passenger, a practical rear-view mirror and a large tank claim victory for the Yamaha XT 660 X. With a lack of gear display, the inability to select the drive mode, average lights and a lower range, the SWM SM 650 R loses points when it comes to the details. Details (adjustable handlebar position, wider rearview mirror, rev counter) also separate the KTM 690 SMC R from the Husqvarna 701 Supermoto.

Everyday driving winner: Yamaha XT 660 X

 

Safety

	Maximum points	Husqvarna 701 Supermoto	KTM 690 SMC R	SWM SM 650 R	Yamaha XT 660 X
Braking effect	40	28	28	25	23
Brake dosing	30	20	20	18	16
Braking with a pillion rider/fading	20	9	9	9	9
Tendency to pull up when braking	10	7	7	8	6
ABS function	20	12	12	0	0
Kickback	20	14	14	18	17
Ground clearance	10	10	10	10	8
Total	150	100	100	88	79

Without ABS, the SWM SM 650 R and the Yamaha XT 660 X have no chance here. The ABS-equipped braking systems on the KTM 690 SMC R and Husqvarna 701 Supermoto in particular respond on a level befitting of a racing bike. Small comfort: kickback is not an issue for the XT and SWM.

Safety winners: KTM 690 SMC R and Husqvarna 701 Supermoto

 

Cost

	Maximum points	Husqvarna 701 Supermoto	KTM 690 SMC R	SWM SM 650 R	Yamaha XT 660 X
Warranty	30	17	17	15	15
Consumption (country roads)	30	22	23	23	22
Inspection costs	20	14	14	5	16
Upkeep costs	20	16	16	17	16
Total	100	69	70	60	69

The lowest consumption hands the KTM 690 SMC R the victory. Inspection intervals of 5,000 km cost the SWM SM 650 R a tonne of points.

Cost winner: KTM 690 SMC R

 

Overall assessment

	Maximum points	Husqvarna 701 Supermoto	KTM 690 SMC R	SWM SM 650 R	Yamaha XT 660 X
Overall assessment	1,000	582	590	533	535
Ranking		2nd	1st	4th	3rd
Price/Performance score	Best score 1.0	2.4	2.2	2.4	2.6

Price/Performance winner: KTM 690 SMC R

A good price for a good bike: Quality can also be economical.