Buy a KTM
Used buyers guide for the ultimate greenlane weapon
What we said then
“The Enduro proved easy to ride and very tractable. The engine management switch under the seat lets you choose your the mapping to match the conditions. The detail and thought that has gone into the design of the Enduro is impressive, and neat touches abound. It’s also a doddle to ride, even for a relative novice like myself.” MCN launch report, February 2008
But what’s it like now?
Like many of KTM of the era, the 690 Enduro is an adapted race bike, and you can feel that when you ride it. The early bikes have a 654cc thumping single, which produces 61bhp and a healthy serving of vibes to go with it. Later bikes (2012-on) grew to a genuine 690cc and offered a little more poke.
The fuel injection is semi-ride-bywire, meaning there are still throttle cables, but the ECU effectively damps the throttle butterfly movement to give a very smooth response. There’s a switch under the seat to alter the map too, switching between soft, normal and aggressive, as well as a special map to cope with poor quality fuel.
Unlike hardcore off-roaders that need an oil change every few hours, the 690 Enduro also has 3500-mile service intervals.
The KTM has both Duke and Supermoto siblings that are more road biased, meaning the Enduro is all-out off road with long travel WP suspension, 21/18 inch wheels and offroad tyres. Despite this, the Enduro is remarkably fun to ride on the road too and the Metzeler Sahara tyres offer a surprising amount of grip.
Weighing just 145kg, the bike springs out of corners and the Brembo brakes pull it up quickly. However, if you really start pushing it the long-travel suspension begins to pitch sending everything a bit wayward. The later bikes add an ABS safety net, although it can be switched off.
A tidy example
Unlike most enduro bikes, this particular example has never been thrashed, so it’s in excellent condition. In fact, it had only done 590 miles, so was still short of its first proper service.
Back in 2008, KTM didn’t have the best reputation for finish quality and it shows on this model, which was provided by R&C Motorcycles, Mildenhall. Many of the nuts and bolts are showing rust, despite the low mileage and the alloy rims had a few signs of oxidisation.
The standard exhaust on the 690 is a bit of a lump, so it’s quite common for people to swap them out for lighter aftermarket options. This one has a Exan silencer fitted.
While the bike ran fine when we were on the gas, it often stalled at idle – a common problem with aftermarket exhausts. To combat this, the bike needs to be remapped to suit the new silencers. This is simple on the early models, but later ones need a Power Commander as the ECU is locked.
The KTM Powerparts accessory catalogue is huge and ranges from Akrapovic exhausts to anodised trinkets. As they’re destined for the dirt, most people replace the bashguard and add case protectors.
Full luggage racks are available if you want to head further as is a touring windshield. If you want to go really wild, long range petrol tanks and rally fairings are available from Rally-raid Products and Kit690. These turn the bike into a full-sized adventure tourer with a 300-mile range.
I even bought it!
Quite a few firms are catching on to the idea that adventure bikes don’t need 120bhp+ and 200kg, so new midcapacity models are appearing all the time. In standard trim, the 690 Enduro is basic but the potential for a genuine goanywhere, lightweight adventure bike is there. What about this particular one? Well, I liked it so much that it’s found a permanent home in my garage.
Jordan liked it so much he ended up making an offer Servicing Intervals are every 6000 miles, or a year. Every service is the same and consist of things like valve clearances, spark plugs and the air filter. Top ends These engines are usually very strong, but if they’re going to have any problems, it’s usually at the top end – especially if servicing has been neglected.