This pair of supermotos are built for skids and wheelies... but which one's best? Let's find out!

Look up the word ‘fun’ in a dictionary and (depending on what school you went to) there really should be a big fat picture of a supermoto staring back at you. Built to be raw, aggressive and minimal in terms of both componentry and weight, the very essence of a supermoto is to have something that’s easy to throw about and seriously playful too.

It’s a formula that KTM have mastered with their 690 SMC R (alongside its almost identical cousins from GasGas and Husqvarna) which has pretty much been the benchmark for a truly spicy, road-legal supermoto… until now.

Dive into the detail:

Ducati Hypermotard 698 Mono RVE

£11,895

• Engine 659cc liquid-cooled single cylinder
• Power 77.5bhp
• Torque 46.4lb.ft
• Fuel Capacity 12 litres
• Frame Steel trellis
• Suspension F. fully adjustable 45mm Marzocchi forks R. fully adjustable Sachs monoshock
• Front brake 330mm disc with Brembo four-piston M4.32 caliper. Four level ABS
• Rear Brake 245mm disc with Brembo single piston caliper. ABS
• Seat Height 904mm
• Kerb Weight 151kg (wet)
• Check out MCN’s in-depth expert Ducati Hypermotard 698 Mono RVE review here

KTM 690 SMC R

£10,399 (£11,755.42 as tested)

• Engine 690cc liquid-cooled single
• Power 74bhp
• Torque 54.2lb.ft
• Fuel Capacity 13.5 litres
• Frame Trellis
• Suspension F. WP 45mm fully adjustable forks R. Fully adjustable WP monoshock
• Front brake 320mm disc with four-piston Brembo radial caliper. ABS
• Rear Brake 245mm disc with Brembo single piston caliper. ABS
• Seat Height 890mm
• Kerb Weight 150kg (wet)
• Check out MCN’s in-depth expert KTM 690 SMC R review here

Although Ducati have had many different iterations of Hypermotard in the line-up for almost 20 years, their big Hypers have never been true, trim old-school racing supermotards at heart.

The 698 Mono with its new single-cylinder motor is looking to change that, and take the crown which has been so firmly in the orange corner. So, which machine reigns supreme when it comes to UK roads?

The bare minimum…

There’s something to be said for a couple of supermotos gleaming in the sunshine; both the Ducati and the KTM look viciously fast even at a standstill, with their tall seat heights and extreme, almost motocross style set-up.

They are beautiful things to behold, and in a world where bikes are continuing to become ever more complex and advanced, KTM’s 690 SMC R really does buck the trend, with a strictly minimal approach to life.

Although the finish on the machine is pretty good as a whole, the dash is an old-school LCD unit with a switchgear arrangement that gives the impression it has been lifted from a 20-year-old crosser.

It really is pants to use, and a pain in the neck to work out how to get the cheap ABS button to work, only turning the rear wheel off in the second, more aggressive map.

The Ducati is much the same in terms of general finish, although its electronics system and interface are better, the bike coming equipped with a slightly bigger and more informative LCD dash that is reasonably simple to navigate after a few attempts.

• Get the look: Check out MCN’s round-up of the best naked kit to complete the supermoto look.

Not only is there more on offer in terms of riding aids, but even when the ignition is switched off the Hypermotard keeps the same settings for engine, traction control and ABS, which is ace. Strike one to the Ducati.

‘Single, and ready to mingle’

And those electronics are handy to have on tap as the Hypermotard 698 Mono houses a seriously feisty engine when it’s singing at the top, yet thanks to its peakier nature compared to the KTM it also has the option to be slightly more docile at road speeds.

This is because the superquadro mono motor is soft at the bottom end with fairly long gear ratios and a focus on peak power at the higher reaches of the rev range, which means that the engine is at its most energetic pinging well up towards the 10,250rpm redline.

In turn, this makes the Ducati a calmer affair for gentle riding; although the engine climbs the rev range with a sense of urgency, it does so in a softer, more manageable manner than the KTM.

For harder riding it’s important to be in the right gear, as below 6000rpm the Ducati does feel a little bit gutless and although it absolutely motors at the top end of the range with a mighty amount of excitement and eagerness, it does lack that extra punch at the bottom end.

And this, funnily enough is exactly where the KTM comes into its own with an engine which works especially well when housed in an aggressive, supermoto chassis.

The brute force of torque is utterly sensational, and borders on aggressive in its thump from the slightest twist of the grip. Sure, that 690cc LC4 motor may be getting on a bit in terms of years, but it doesn’t feel like it; the lightest crack on the ride-by-wire throttle delivers a sharp hit of torque that is nothing short of glorious in its punch and eagerness.

Where the Ducati requires a bit of time to get into its stride and has to be in the right gear, the KTM can just be hauled out of a corner no matter where the tacho sits in the range, picking the front off the tarmac with no hesitation, even in third and fourth gear. Both engines are a blast, but offer a slightly different approach to single-cylinder life.

‘Cornering hounds’

And funnily enough, the same goes for their respective cornering capabilities as both the KTM and the Ducati offer a different rider experience, and their own particular take on what it means to be a supermoto machine.

For those of you who are accustomed to the class and the distinctive way of riding, the KTM offers the more conventional riding position and feel; it’s closer to a motocross machine than a standard road bike, with a chassis set-up and geometry that’s sharp when loaded on the brakes, yet still remains long and stable at the same time.

The combination of decent chassis and classy WP suspension means that the 690 SMC R really needs to be ridden hard in order for you to squeeze the very most out of its performance; the front wants to be buried into a corner, while the rear is happiest out of line and sideways in order to get the bike turning.

The KTM feels every bit like a machine built to deliver a lap time, happiest with a leg-out rather than knee-down riding style, always eager to be ridden faster and harder.

That’s where it differs from the Ducati, because the Mono feels a little roomier and slightly more like a conventional motorcycle; the riding triangle is slightly less aggressive than on the KTM, which offers the choice of knee-down or leg-out in a more natural manner.

Meanwhile, the shorter, sharper chassis and geometry allow for a tight and precise feeling through the front end, at any speed.

Both are perfect for firing around town and nipping in and out of traffic, but where the KTM makes you feel a bit inferior if you’re not pushing to the limit, the Ducati is just as happy at slower speeds, while still offering enough feedback and feel. Although both can make the rider feel like a supermoto hero, the Ducati is slightly easier to master when it comes to cornering.

Time for some fun…

But supermotos aren’t all about riding seriously; they’re also about having fun. So we headed over to a race track (well, a kart track), to perform some skids, stoppies and wheelies.

With everything switched off in terms of electronics, the KTM’s engine makes doing silly things an absolute doddle thanks to such a large amount of low-down grunt, although it does actually take a little more skill to master the finer details; with a longer wheelbase and a higher rake angle than the Ducati, the 690 SMC R needs to pushed quite hard to nail a stoppie or a slide, although when it is, the bike offers far more stability in the process.

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It feels notably different from the Ducati which is that little more agile and flighty – although wheelies take a little bit more effort and a more positive ping on the clutch due to how high the power is in the rev range.

It is a far easier machine when it comes to learning the craft of skids and stoppies, thanks to those sharp Brembos and the composure of the chassis, which is happy for you to perch over the front wheel, or brake traction at the rear – especially with the help and guidance of the hefty electronics suite.

This actually allows for rear wheel slip, under the watchful hand of the slide control. If you’re a master of stunts then the KTM will flatter you more, but if you want to learn your craft? The Ducati Mono will get you there quicker, and in a safer manner.

Verdict:

‘Old-school or refined?’

The KTM is the original gangster of the supermoto world and brings that old-school, original vibe to the road. It offers huge amounts of torque from its LC4 motor, it’s happier being sideways than it is being in a straight line and it has a chassis that is just gagging to be absolutely razzed to the limit, egged on by an electronics package which is about as basic as they come.

Then there’s the Ducati, which feels more refined in nearly every way. The engine is far smoother, the chassis a little more road bike-esque in its set-up and it feels a little more nimble, which will be a blessing for road riders looking to make the transition or have their first taste of supermoto.

For experienced supermoto enthusiasts, the KTM is still the most authentic and the most hardcore package that money can buy. But for everyone else? The new 698 Hypermotard Mono offers a neater package that’s not only easier to ride and manage than the KTM, but will bring your riding and confidence on that bit quicker as well.

Likes:

• KTM’s torque
• Ducati’s top end
• The fun factor of both

Dislike:

• Ducati’s bottom end
• KTM’s tech package
• Trying to be sensible

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While you’re here: How MCN tests bikes

Our highly experienced team of road testers grind out hundreds of miles, come rain or snow, on the UK’s pothole-ridden roads to decide which bike is best in a particular category.

Using years of riding and racing experience (on and off-road), our expert journalists are able to assess the capabilities of a machine and translate that into understandable language to help MCN’s readers make an informed buying decision. Pitching bikes against their main rivals, we aim to give a conclusive verdict on which bike is best for your needs and your budget.

Using their considerable knowledge of the motorcycling market and audience, they can put a motorcycle into context and deliver a verdict that means something to anyone considering buying a particular machine, whether it be a cutting-edge, 200bhp sportsbike, a tall adventure weapon or a low-capacity 125cc machine.

When we ride the bikes in the UK we tend to do at least one full day of riding on various different types of road and in varying conditions. Our testers will then spend another day riding the bike – with rivals – to get images and video footage for our print and online reviews.

We will also, often, weigh the bikes, speed and dyno test them to see just how accurately the manufacturer claims are in these areas to give a more empirical assessment.

Find out more about how we test bikes right here.