Motorcycle specifications KTMSMC 690 2010 The road is not an S.M. circuit.

ready to Race is a slogan that can be found all over the KTM catalog. A concept that fits perfectly with the bike I'm discovering, lined up with its S.M. sisters in the importer's garage ...

the road is not a circuit S.M.by Olivier Quinten motoplanete exclusive

this little phrase keeps running through my mind. Yes, the 690's healthy handling and measured, usable power make you want to scout out all the roundabouts, industrial estates and winding roads to design your daily circuit.

let's get back to the origins of this SMC.
compared to its two siblings equipped with the same engine (690 SM and Duke), the chassis of this beast is very different and directly derived from the enduro model. This is easily noticed by the path taken by the exhaust pipe, which, rather than passing under the machine, runs along the right-hand side of the engine.
when you get on the 690, the lightness of the whole package is spectacular (you bet it is!): with a weight of 139 kg, a more attack-oriented front position and a slim seat and fuel tank (12-liter capacity), the racing atmosphere is on the agenda.

so, let's compare!

in 2003, the SMC was no more and no less than a state-of-the-art enduro equipped with S.M. rims and tires, a big front brake, a suspension set-up, and that was that.
oh yes, a little "street-legal" equipment too!
no comfort, though: a moped headlight, no starter and not even an ignition key!
in this respect, the 2008 version of the 690 almost looks like a G.T.: a complete dashboard in the same style as the rest of the range, a fairly comfortable seat for this type of bike, which in any case isn't intended for long-distance riding, and above all, a surprisingly smooth ride. Throttle, clutch, gearbox travel, etc.
the gearbox on my test bike (certainly abused by a plethora of journalists on the track, given the wear and tear on the footrests!) was a minor drawback, as the gears needed to be locked. Failing that, the gearbox gave me a few annoying dead spots when exiting traffic circles in slippery conditions...
apart from that, it's more my driving skills that were at fault during this test drive ...

so, off for a quiet ride!

Appointed at my brother's, the two S.M.Cs are side by side: the rough look of the 2003 contrasts with the modernity of the 2009.

amusingly, the chain sprocket is on the left-hand side of the 2003. However, the size of the 320 mm front disc is the same on both models, as are the tire sizes (front: 120/70-17, rear: 160/60-17).
the seat height of the former is a few centimetres higher than the 900 mm of the 2009. Don't count on the 660's sagging suspension to lower this height.
a quick push on the 690's starter and immediately a nice "poum poum" comes out of the single pot, while my brother works on the 660's kick (boots compulsory!!!).
when his engine finally deigns to start, the sound of the Akrapovich line fitted to his bike drowns out the gentle purr of mine.
we adjust our gloves, goggles and shorts, and off we go for 150 kilometers of sport.
the 690's 63 bhp/Din and 139kg of weight are happy to offer all their power.
it pushes down. So far, it's quite normal for a mono, but what's surprising is the power at the top (red zone at 8,000 rpm): the engine loves high revs!
the battle is total. The anti-dribble clutch allows me to initiate a few slips under braking.
damned, it's impossible to let go of the brother.
at first glance, the 2003 equipped with the pot line pushes harder than the 690, but given its condition at the first stop (it didn't have much dryness left), the 690 pampers its rider more, even though I'm pretty out of breath myself!
and to think that my wife always says that motorcycling isn't sport!
well, I've been putting it off for so long, I've almost got the hang of it: following a pif paf, I start braking hard while gliding, or at least slightly gliding.
worryingly, I end up on a small bridge, and another worry: I'm not in line for take-off. so here I am, in the air, across a tiny road as a landing strip. I hear it was a sight to behold! On contact with the ground, the bike collapsed and sent my buttocks flying, and on the way back, of course, I missed the footrests, so I had to rely on my waltzers to cushion the impact (I've been singing a little higher ever since!). fortunately, after a few zigs-zags, the bike got back in line.
that was hot!
at the same time, I realized that the handlebars come to a stop very quickly, and the turning radius is not its strong point.
the reason I'm telling you this story is to remind everyone that, despite our obvious "skills" (we're modest in our family!), the road is of course not a circuit and that, even when riding a highly competitive machine, we must never forget the surprise factor (and not the letter carrier's surprise! lol).

A+