Few single-cylinder powerplants have earned the kind of reputation KTM’s LC4 has built over the decades. First appearing in 1988 as a 553cc thumper in the KTM 600 LC4, the platform went on to power several Dakar-winning rally machines in the early 2000s, and a wide range of enduro, adventure, supermoto, and streetfighter models over the years. From rally racing to urban commuting, the LC4 has proven itself as one of the most versatile and durable big singles in motorcycling.

Building on that same LC4 lineage, Husqvarna’s 701 Enduro has long appealed to riders who want a versatile dual sport with serious off‑road intent. While the LC4 690/701 platform hasn’t seen a major overhaul for over seven years, 2026 marks the debut of the next-gen model, reworked thoroughly with a revised engine, chassis updates, smarter tech, and more all-around capability.

What’s New

At the heart of the next-gen model is the familiar 693cc single-cylinder LC4 engine, but it has received significant updates to meet new Euro 5+ emissions standards. In fact, more that 50% of the engine components are new. Engineers have found efficiencies by smoothing oil passages to reduce drag and wear, while a redesigned airbox cover and boot improve breathing. A higher-pressure fuel pump enhances atomization as well, helping the motor deliver a bump in output to 78 horsepower, up from 74 last year. That reportedly makes the latest LC4 the most powerful single-cylinder engine available on the market. 

Max torque figures remain steady at 54 ft-lbs, but revised valve timing increases torque earlier in the rev range, giving riders more usable grunt off-road. Other refinements include a lighter-pull slipper clutch, new rubber engine mounts designed to tame vibration, and a relocated catalytic converter now housed in the header pipe instead of the muffler—making aftermarket slip-on exhaust upgrades more straightforward.

As before, the bike uses a self-supporting polyamide rear fuel tank with 3.4 gallons of capacity, a chromium-molybdenum steel trellis frame, and 21”/18”-inch spoked wheels with a single 300mm Brembo disc brake up front and a 240mm in the rear. Suspension continues to be handled by WP’s XPlor components, but the damping settings were revised for improved performance and comfort. Also, the fork now offers 10.4 inches of travel—up from 9.8—while the rear remains at 9.8 inches. The open-cartridge fork features tool-free top adjusters for compression and rebound, while the rear shock remains fully adjustable for preload, compression, and rebound. Ground clearance is marginally reduced by 0.2 inches, though seat height climbs by the same amount to 36.8 inches. 

Electronics see the biggest leap forward. In previous years, it was just a simple 2-power map system with the ability to turn ABS and TC off. The 701 Enduro now offers lean-sensitive Street ABS, front-only Offroad ABS, and full ABS-off capability in the Rally mode (Rally Pack option). There are also three ride modes—Street, Offroad, and Rally—with the ability to tailor your settings in each. Rally mode introduces configurable slip levels (1–9) and three throttle maps (Street, Offroad, Rally), along with a new Dynamic Slip Adjust system that automatically eases traction control intervention when encountering slippery conditions. 

Settings are managed through a new compact 4.2-inch TFT display, which also supports Bluetooth connectivity for calls, music streaming and turn-by-turn navigation. LED lighting, a USB-C charging port, and a customizable display with mode-specific themes round out the tech package.

Other notable changes that came with the Euro 5+ emissions compliance include a weight increase of 13 pounds over last year’s model (335 pounds total without fuel). The MSRP has also gone up a bit following U.S. import tariffs, now $13,399 up from $12,999 last year. However, maintenance intervals have improved significantly, with oil changes stretched from 10,000 to 15,000 km and valve clearance checks are now every 30,000 km. And for those wondering about any variances between the Husqvarna 701 Enduro and KTM 690 Enduro, they remain mechanically identical, differing only in bodywork and color schemes, and both are backed by a 24-month warranty.

Portugal Test: Husqvarna Trek 2025

Our test of the 2026 Husqvarna 701 Enduro unfolded in a setting far removed from the usual press launch routine. Instead of being shepherded along a photo-op-heavy route typical of media press launches, we joined the Husqvarna Trek 2025 in Portugal—a three-day, self-navigated adventure in the country’s mountainous region of Serra da Estrela Nature Park. designed for owners of the 701 Enduro and Norden 901. Sweep riders provided support and safety, but the freedom to choose your route and tempo made the experience feel more like a true adventure than a staged demo.

Over three days, we covered roughly 200 kilometers per day, traversing terrain that showcased Portugal’s amazing diversity. The routes wound past medieval castles, ski resorts, natural pools, and massive windmills, while dense forests concealed quaint mountain villages with narrow cobblestone streets. We crossed rivers, climbed steep loose hills, rode in the cart tracks of the ancient Romans, carved through endless backcountry twisties, and even tackled a rocky section reminiscent of something you’d see at the Erzberg Rodeo. Breakout routes offered optional challenges, each ranked on a “chili meter” from one to five. The final day’s breakout more than earned its five-chili rating—spicy enough to test the limits of the machine and skills of expert riders.

The Trek provided more than enough seat time to evaluate the 701 Enduro across a spectrum of conditions: technical off-road, fast gravel, slick mud, and smooth twisty pavement. Just as memorable was the atmosphere—Portugal’s trails felt like an empty paradise, with no traffic and warm welcomes in the villages we passed through. Locals enthusiastically waved, smiled, and signaled for wheelies, underscoring the country’s affinity toward motorcyclists. By the end of the event, the 701 got a chance to prove itself not in a controlled demo, but in the kind of varied terrain riders are likely to encounter in the real world. In many ways it was the perfect bike to explore this unique landscape. Let’s take a look at how it performed.

On The Street

Cruising down the road, the 701 offers a surprisingly wide and comfortable perch compared to a typical dirt bike. The layout is standard enduro, yet a bit longer and lower. The long and flat seat allows you to slide rearward when needed, while the absence of a traditional front fuel tank gives you room to move forward almost to the steering tube. With a natural reach to the bars and a sensible height, it’s easy to get comfortable. For taller riders, however, the knee bend can feel cramped. At 6’2”, I found the footpegs sit high—likely a carryover from the shared Supermoto platform, where maximum peg clearance is a priority when leaned over. Average-height riders may not even notice, but for me it made working the shifter and rear brake awkward when seated forward, so I often sat back a bit in the saddle for more legroom.

On the highway, the 701 feels planted and stable, without the twitchiness common in smaller dual sports. Power is abundant, allowing you to easily dispatch multiple vehicles in a single pass, and it feels unstrained at high speeds. While Portugal offered only brief high-speed straightaways, the bike immediately impressed with smoother manners in sixth gear compared to the 2020 model I last tested. That 2020 701 Enduro already benefited from dual counterbalancers, a leap forward from the paint-shaker 640 LC4 engines of old, but it still had a noticeable buzz. With the addition of new rubber engine mounts, the 2026 model takes another step forward. It’s not a huge step, but enough to cross the threshold from “slightly buzzy” to “fairly smooth,” making highway stints much more doable.

Back in the U.S., I confirmed these impressions on a KTM 690 Enduro R test unit, mechanically identical to the Husqvarna. At 65 mph, there’s still some vibration in the 4,800–5,000 rpm range, but it smooths out noticeably at 75 mph and beyond, once the engine spins past 5,500 rpm. The bike keeps pace with fast Los Angeles traffic and can cruise at 85 mph without breaking a sweat. Windblasts to the chest and head remain an issue—there’s no windscreen—so fatigue sets in over time, but at least you don’t step off feeling numb in the shoulders. It’s not quite as vibe-free as a KTM 390 Adventure, yet with a small windscreen or rally kit the 701 could be made into a decent highway machine, and with far more power. For commuting at 55–65 mph, the vibrations may be less than ideal, but on open highways where the bike can stretch its legs, it’s more acceptable.

The real surprise in performance came on Portugal’s twisty asphalt. With Continental TKC80s and a slender, lightweight chassis, the 701 delivered impressive grip leaned deep into high-speed corners, while remaining agile and responsive in the tight bends. Direction changes were instantaneous, and the harder I pushed, the more the bike encouraged me to twist the throttle. Headshake never appeared, nor did the bike feel unsettled, leaving me to hit my own limits well before the machine’s. For an enduro, that’s impressive—and it raises the question of why anyone would choose the Supermoto when the more-versatile Enduro already performs so well on the street.

Power on the backroads is equally impressive. The 701 has enough punch to challenge some twin-cylinder machines, especially high in the rev range where it kicks in like a two-stroke on the pipe. The midrange delivers a healthy punch, but the top end is explosive. At low speeds, the bike feels docile, but crack the throttle in the midrange and it will loft the front wheel casually. Do the same in the higher revs, and the wheel comes up violently, even in third gear. Full power is available regardless of throttle response mode: Rally offers the most direct connection to your wrist, Street tones down the abruptness, and Offroad smooths out any jerkiness in your inputs.

Braking performance is equally confidence-inspiring. The 300mm Brembo front disc hauls the bike down quickly with excellent feel, requiring just a single finger on the lever. With ABS engaged front and rear, the system handled dust and debris on the road without drama. Riders who like to back it in can switch to Offroad braking, which deactivates ABS out back. I spent most of my street time in the Street mode, which also brings up a tachometer on the TFT display. It’s a neat feature for an enduro, and you can configure favorites like fuel consumption, tripmeter, ride time, and outside temperature. Unfortunately, the tach is exclusive to Street mode, so you won’t see it in Offroad or Rally. Still, the menus are straightforward, with few levels to go through, as well as graphic aides, making it easy to adjust settings after a short time getting familiarized.

On The Trail

Standing on the pegs, the cockpit feels spacious and well laid out, though the bar felt a bit low for my height. Sitting down, however, the seat-to-peg distance is cramped for longer legs, making it harder to work the rear brake or shifter and requiring more effort to rise back onto the pegs. On long, smooth dirt roads I often wanted to ride seated and slide the bike around flat-track style, but found it more comfortable to stay standing for spirited riding. A taller seat would help this, although at 36.8 inches the stock seat is already high. Shorter testers reported no issues reaching the ground, as long as they were heavy enough to compress the suspension they could get a toe or two down. For taller riders, lower aftermarket pegs would be a key upgrade. The current peg position sits well above the skid plate—about an inch higher than most dirt bikes—so there’s room to drop them, which would also improve the low bar height in the standing position.

Out of the box, the WP XPlor suspension absorbs smaller rocks effortlessly with a plush ride. On larger rocks it can feel a bit unsettled, but fork adjustments are easy thanks to the top-mounted clickers. Reducing compression and increasing rebound smoothed out the ride noticeably for my 210-pound frame. The rear stayed controlled with only occasional nervousness in rougher terrain, and big dips or jumps revealed good hold-up with no clunks or bottoming. While we didn’t encounter much high-speed, big-hit terrain during this test, the suspension proved capable and never bottomed out, with enough adjustment to satisfy most off-road riders.

At 335 pounds without fuel, the 701 is heavy for a dirt bike, and it gained 13 pounds this year—a notable increase. Although it doesn’t feel any heavier than the previous gen. The bike hooks up well in turns, avoids pushing the front, and recovers nicely if you tuck it. On the previous 701 I tested I remember some weird handling characteristics from the rear weight bias of the fuel tank, but with this 2026 model, everything felt nice and balanced. On slippery gravel roads in the Portuguese countryside that felt like riding on marbles at times, the 701 remained manageable, far more so than a full-sized adventure bike. In technical terrain it feels noticeably more nimble compared to twin-cylinder machines. In wide-open desert or rockier terrain, something like the 890 Adventure R Rally would match or surpass it, but in tighter enduro-style riding the 701’s weight advantage makes it easier to handle over a long day. Compared to Husqvarna’s FE501, the 701 feels similar in most conditions but less capable as the trails get more aggressive. 

On our final day, tackling the level-5 “spicy” hard enduro trail, I can’t say I wasn’t wishing for a 501. The 701’s lower ground clearance, extra weight, and bulk became apparent on the big step-ups, though it was still doable and made it a fun challenge. Technical rocky tracks often highlight clutch fatigue, but the new slipper clutch was up to the task—smooth and with a light one finger pull. The slipper mechanism also made downshifts more controlled, though at lower speeds the high-compression engine (12.7:1) had a tendency to stall in loose terrain if revs weren’t kept up or the clutch wasn’t pulled in slightly.

Power delivery in slow-speed technical riding is adequate on the low end, though it lacks the instant grunt of an FE501. Mid-range punch is strong, and the top end is explosive. At first, staying in the low-to-mid revs seemed rather tame, but once I explored the upper RPMs it transformed into a different animal. Aggressive throttle inputs bring rapid revs and a skittish feel in loose terrain, especially in Rally mode. On the level-5 chili trail, I gave it a little too much throttle while climbing over a rutted out step-up that sent the front end skyward, sliding me off the back of the bike before wrestling it back under control. Thankfully, I didn’t whiskey throttle it into the trees in front of the sizable crowd that had gathered, screaming at the top of their lungs. 

The power can definitely sneak up on you. That’s one reason why I preferred the Offroad throttle mode most of the time—it smooths out abrupt inputs in slow rocky terrain. Rally mode is fun, but best reserved for wide-open terrain where you can exploit the full power. The electronics can add a nice safety layer though. If you’re not a confident off-road rider, you can leave it on and let it do most of the work and perhaps avoid those embarrassing whiskey throttle moments.

One unique thing about the electronics is that the slip control system is specifically-tuned for off-road, making even the highest levels usable in the dirt without constant cutouts. I found level 4 ideal, allowing a reasonable amount of controlled wheelspin while taming the explosive top end. In deep sand, mud, or loose climbs, stopping to adjust traction control, or turning it off, isn’t always practical. The new Dynamic Slip Adjust system solves this by sensing when you require more wheelspin, then it reduces TC intervention smoothly to let the rear spin more freely. Once the obstacle is cleared, it resets to the preset level. All electronic settings are saved when the bike is shut off with the key too, including TC off. However ABS off will default back to Offroad ABS (rear off only) if you cycle the key. Thankfully, ABS can be deactivated with a 3-second hold on the left side handlebar button, no menu diving required.

I didn’t encounter super-loose terrain like deep mud or sand to fully test Dynamic Slip Adjust, but it worked seamlessly on everything we tackled during this test. With this latest breed of electronics, it’s now more of a “set it and forget it” system than ever, requiring less mid-ride configuring. Still, in aggressive terrain I preferred riding with TC off entirely. With everything disabled, the bike feels more predictable and precise, with no delays or power cuts. The same goes for ABS: Offroad ABS worked well, but turning it off revealed extra braking performance left on the table. Like on the street, the Brembos provide strong braking power with excellent feel and enough forgiveness to recover if the front tire locks up.

Overall, the 701 delivers a sharp-edged performance feel in the dirt that connects you directly with the machine. The electronics did glitch a couple of times on me, preventing TC from turning off completely, but cycling the ignition and waiting a few minutes reset the system.

The Bottom Line

The 701 Enduro, like its orange twin, has always occupied that middle ground between enduro and adventure bike. Some argue the LC4 Enduro platform makes too many compromises, while others see it as the best of both worlds. In the past, I was always in the camp of too many compromises. The bike was no smoother on the highway than an FE501S, yet heavier and less nimble off-road. But the improved refinement of this latest 701 has me rethinking that. It’s still not as smooth as a twin, but it’s now good enough for longer highway stints, especially with a small windscreen fitted. Unlike a 501, it has the power to cruise at 80+ mph without strain, and that advantage makes the dirt compromises easier to accept. Off-road, it remains a very capable machine, able to do 85–90% of what a 501 can, while eagerly tackling trails that would quickly have me turning around on a Norden 901. 

The new Dynamic Slip Adjust and Rally slip levels add polish to the package, letting you “set it and forget it.” Once dialed in, there’s little need to fiddle with electronics mid-trail. The off-road-tuned rider aids work very well, giving confidence to push into terrain you might otherwise avoid. And that’s what many riders are looking for in an adventure bike: the capability to tackle almost any trail yet still handle road miles in reasonable comfort. Being light enough to pick up by yourself and powerful enough to carry you and all your gear without strain is also a bonus. 

And we can’t ignore the vast aftermarket support for this bike that further expands its versatility. With just a handful of mods—windscreen, heavy-duty skid plate, rear rack—you can unlock more adventure potential. At $13,399, the 701 sits in a competitive space. An Aprilia Tuareg 660 Rally can be had for around the same money that’s very capable off-road and offers better long-distance comfort and convenience, but at the cost of some 80 pounds or so of extra weight on the trail. If you plan to use the 701 primarily as an adventure bike, you’ll also need to factor in the cost (and weight) of outfitting it with accessories into the decision equation. For budget-conscious riders, options like the KTM 390 Adventure R deliver decent highway smoothness and trail competence, but with far less power and higher revs at speed. Suzuki’s new DR-Z4S at around $9k offers decent suspension, power and good electronics, but its 5-speed gearbox limits versatility. And while classics like the DR650, XR650L, and KLR650 still have their place, they feel antiquated compared to the 701’s modern chassis, electronics, power, smoothness, and sharp-edged handling. 

There are some things I’d like to see changed that seem tied to platform sharing with the 701 Supermoto. The engine’s high-strung, top-end-focused character could benefit from ECU tuning and an aftermarket exhaust to transfer some of that power down in the low revs where you can better use it off-road. Likewise, a set of lower aftermarket pegs would be an easy ergo fix for taller riders, improving comfort and making the cockpit feel more roomy both seated and standing.

In the end, the 701 Enduro remains one of the most versatile big singles you can buy, delivering brute power, precision in the twisties or on the trail, and decent enough highway cruising for longer days in the saddle.

Husqvarna 701 Enduro Specs

Author: Rob Dabney

Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Latin America, Africa, Europe, Asia, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.