2016 Husqvarna 701 Enduro

Editor Score: 89.0%
Engine 19.0/20
Suspension/Handling 14.0/15
Transmission/Clutch 7.5/10
Brakes 8.5/10
Ergonomics/Comfort 9.0/10
Appearance/Quality 9.5/10
Desirability 9.0/10
Value 8.5/10
Overall Score89/100

Just two years into its new lease on life under the wing of KTM, Husqvarna has come a long way in a short time, shattering the brand’s global sales volume record two years in a row. Husky bid ‘Hej då’ to the record set during its Swedish heyday, with 16,000 units sold globally in 2014. That figure jumped another 20% in 2015, with 20,500 units sold; the U.S. market garnered 27% of those sales.

These magic numbers aren’t happening solely because American Husqvarna fans are a notoriously nostalgic lot. They’re happening because these enthusiasts are confident that leaning on KTM’s engineering know-how has spawned the best Huskies ever – straightforward, state-of-the-art products that perform without any of the unnecessary quirks that Husqvarna models experienced under Bavarian ownership. Such is the case with the all-new 2016 Husqvarna 701 Enduro, a big-block, do-it-all dual-sport machine that’s so much fun it will remind you why you fell in love with motorcycles in the first place.

True, the 701 Enduro does indeed borrow heavily from the KTM 690 Enduro R, but it is a mistake to think that the Husky is simply a KTM wearing white, yellow and blue. There are areas where the two machines differ, and some of those differences, such as the 701 Enduro’s use of WP’s 4CS closed-cartridge fork, actually favor the Husqvarna.


The 701 Enduro’s KTM-derived, fuel-injected, 690cc, SOHC, four-stroke Single packs a massive 102mm piston and short 84.5mm stroke, serving up plenty of low-end torque and a broad powerband. The rider also has the option of selecting three engine modes, Soft, Standard and Aggressive.

The engine, however, is the same, and for good reason. The Austrian-built 690cc, SOHC, four-valve, Single is brawny yet smooth. Its large, 102mm bore, short 84mm stroke and 12.6:1 compression ratio contribute to a healthy power output without relying on stratospheric rpm. Husqvarna claims that the 701 produces a maximum of 67 crankshaft horsepower at 7000 rpm with 49 lb.-ft. of peak torque occurring at 6500 rpm.

Breathing is handled via a closed-loop Keihin fuel-injection system with a 46mm throttle body that takes air from a front-mounted airbox under the seat. The fuel/air mixture enters the combustion chamber via a pair of 40mm intake valves, while spent gases exit through 34mm exhaust valves. Ignition chores are handled by a Keihin Engine Management System (EMS) that features a twin-spark plug layout with independent ignition curves for each plug. Husqvarna says that the ignition system not only allows the fuel charge to burn more completely for better power production and greater fuel efficiency, but it also helps to smooth the power delivery. Like the KTM, the Husqvarna also offers the rider a choice of three power modes, Soft, Standard or Advanced, to tailor the power output to rider preference or riding conditions. The mode can be changed via a small rotary dial located under the seat.


We spent a day frolicking through Southern California’s Anza Borrego Desert aboard the 701 Enduro. The bike excelled in all sorts of terrain, including rock-stewn trails, sand washes, cobbly two-track roads and highway transfer sections.

We couldn’t have asked for a better day or a better location for our introduction to the 701 Enduro, as Husqvarna graciously invited us on a two-day ride that included one day of scouring the serpentine two-lane roads that lead from Husqvarna’s Temecula, California, HQ down to Borrego Springs in the Anza-Borrego Desert aboard the 701 Enduro’s twin sister, the 2016 Husqvarna 701 Supermoto (stay tuned for its review next week). Day two was then spent gloriously grinding out 130 miles on a different course back to Temecula. With over 70% of the route taking place in the desert, our test group had great fun whooping it up in Anza Borrego’s sand washes, fire roads and twisty two-track trails.

Hop aboard the 701 Enduro, thumb the electric starter, and the engine burbles to life with ease. That’s partially because the engine features an automatic decompression system on the camshaft that allows the starter to spin the engine over more freely and partially because the fuel-injection mapping appears to be dialed-in perfectly. The latter is something you notice no matter how aggressively you roll on the throttle, but there’s something else at play here as well: The 701 features a ride-by-wire throttle system that delivers a light and linear feel regardless of throttle position. As you twist the throttle, the throttle valve is electronically controlled by the EMS, which continuously compares engine parameters with data from various sensors and adjusts the throttle valve as necessary to deliver the right amount of power. There’s zero lag, so the 701’s throttle response is crisp. At the same time its large volume muffler tones the thump from that big 102mm, forged, box-type piston, keeping the exhaust note at a respectable volume regardless of how hard you get on the gas. For the sake of comparison, the 701 sounds more like a Honda XR400 than a Husqvarna FC 450 motocrosser, and that’s a good thing since treading lightly has never been more critical to keeping our public riding lands open.

But you won’t confuse quiet for a lack of power. Click the 701 Enduro’s six-speed transmission into gear, and engage its slipper-style Adler Power Torque Clutch (APTC) to get rolling, and that’s about the last time you may need to use it while the Husky is in motion. The 701’s engine may be relatively new, but it churns out old-school four-stroke power. A tasty dollop of low-end torque makes it easy loft the front end, and the 701’s broad, flat torque curve keeps it pulling throughout the rev range. There’s never any need to flick its light and smooth hydraulically assisted clutch lever except to occasionally control wheelspin when the going gets slick or rocky. In most cases, you can just pick a gear and lug your way up and over any hill or through any rough technical section. Power delivery is seamless, and the 701 is good at maintaining forward momentum in a taller gear than you might think. The engine will always take up the slack if you should need a sudden burst of power even with its tallish stock 15/45 final gearing. This may be one of the most tractable engines ever devised for dual-sport use.


Prodigious low-end torque and a broad yet friendly pull make the 701 Enduro a blast to ride. Lofting the front end is fun and easy on the Husky, which is purported to weigh 319 pounds with its fuel tank empty.

It was the same story on the highway stretches we encountered when linking our dirt sections. The 701’s gear ratios are nicely spaced for long-distance road work. She’ll break the ton without breaking a sweat, something we had to be wary of as we encountered our fair share of local law enforcement, some of whom duly warned us that “in response to calls from local residents,” (yeah, sure) we needed to watch our speed.

But speed is an easy thing to manage when you’re aboard a motorcycle with a sure-footed chassis, and the Husqvarna’s is about as confidence-inspiring as any dual-sporter we’ve ever ridden. We’re suckers for chrome-moly trellis frames, which typically offer excellent rigidity without compromising road feel. Produced by KTM subsidiary WP, the 701’s lovely laser-cut/hydroformed and robot-welded “birdcage” weighs a scant 18.5 lbs. bare, and it’s mated to a Husqvarna trademark Polyamide subframe that also serves as the 701 Enduro’s 3.4-gallon fuel cell. The curvaceous unit only weighs another 11.5 lbs. empty. A lightweight, one-piece die-cast aluminum swingarm completes a superstructure that delivers excellent straight line stability, even over choppy terrain. In deep sand, the 701 Enduro refuses to twitch or shake. The Husky’s chassis is well-balanced, and its center of gravity feels very low, which only adds to rider confidence. Full speed ahead!


Laid bare, the 701 Enduro’s bare chrome-moly trellis frame is a thing of beauty. Light and rigid, the combination of the main frame and Polyamide subframe/fuel tank weigh a feathery 30 lbs.

But, as stable as it is, this is one Husky that can also carve corners in any jungle, urban or otherwise. Its 59.2-inch wheelbase might seem to be on the long side, but its 27° steering head angle and 4.4” trail still deliver light and precise steering manners on the street or the dirt. Riding along at a spirited pace, the front end delivers plenty of traction. Even on the occasion that the front wheel washed out, it did so gradually enough that we were able to catch it and keep on rolling. Some credit for the steering feel must go to the Enduro’s black-anodized, CNC-machined triple clamp, which hits the sweet spot between too much rigidity and too much flex.

We also had no complaints about the 701 Enduro’s suspension, which includes the same version of WP’s 48mm 4CS closed-cartridge fork that is found on the KTM 450 SX motocross bike, albeit with different specs. The four-chamber spring fork’s design splits the damping circuits between its two legs, with the compression damping in the left leg and the rebound damping in the right. We dialed-in the quality of the fork’s 10.8 inches of travel simply by backing off a couple clicks of compression from the stock setting and found perfect harmony in the dirt as well as on the road. The 4CS is a very competent fork, offering a taut feel that isn’t unduly harsh, and it can soak up hits from rain ruts and the occasional rock without deflecting or punishing the rider through the bars.


Pinched by a gorgeous, CNC-machined aluminum triple clamp, the 701 Enduro’s WP 4CS closed-cartridge fork is the same unit found on Husqvarna’s motocross machines. The 4CS splits the compression and rebound circuits, with easy-to-use adjusters for each circuit located on top of its respective fork leg. Front and rear wheel travel are 10.8 inches.

Out back, the 701 Enduro is equipped with a WP 4816 shock that is adjustable for compression and rebound and is mated to a link with off-road-specific geometry. Like the front, the rear delivers 10.8 inches of travel. We had no major complaints with the rear end, which delivered excellent traction when planted, but given a little more time with the 701 Enduro, we would have fiddled with the rebound adjuster in an attempt to eliminate some excess kick that we experienced over choppy terrain. Overall, however, the 701’s suspension is very comfortable.

The same can be said for the 701’s ergos. First of all, Husqvarna engineers worked hard to eliminate as much vibration from the package as possible, and they largely accomplished this by fitting the engine with a large, gear-driven counterbalancer, any vibration that might still make its way to the handlebars is quelled by rubber-mounted bar clamps. The net result is a single-cylinder motorcycle that is almost as smooth feeling as a Triple, even when you are revving it out in a lower gear, which is really unnecessary because of the engine’s broad torque curve. The package is so smooth that we didn’t notice much vibration through the footpegs either.


The 701 is comfortable to ride long distances thanks to its roomy cockpit and comfortable ergonomic layout. Its seat is narrow at the front to aid in cornering and wider at the rear to disperse the rider’s weight.

The 701 boasts a roomy cockpit, with a wide and flat handlebar, nicely tucked-in radiator shrouds and a seat that is slim near the front to allow the rider to get forward for cornering and wider at the rear to offer a little better dispersion of the rider’s weight. The seat material itself isn’t the softest we’ve ever encountered, but 120 miles in the saddle proved to be no trouble at all.

A few words about the 701 Enduro’s Brembo brakes – loved ‘em, even better than the brakes on the 701 Supermoto. A massive-looking 300mm floating wave rotor and Brembo two-piston caliper can be found up front, while a 240mm floating wave rotor and Brembo single-piston caliper are located out back. The 701 Enduro also benefits from a Bosch 9M two-channel ABS that can be deactivated if the rider so chooses. Our test unit came equipped with a Husqvarna catalog accessory dongle that allowed the front ABS to remain activated while the rear ABS was deactivated. We could actually feel the front ABS at work in some of the more slippery dirt sections, and we appreciated the extra peace of mind it gave us. Braking performance was smooth and predictable without being grabby, something that cannot be said for the road-race style monoblock front caliper found on the 701 Supermoto.


A 300mm floating wave rotor and Brembo two-piston caliper provide plenty of stopping power and a linear feel at the lever. Husqvarna has also fitted the braking system with a Bosch two-channel ABS that can be deactivated at both wheels simultaneously in stock form or, with an accessory dongle, set up to keep the front ABS turned on but deactivate the rear ABS.

We also dig the choice Husqvarna made when it comes to tire fitment. We’ve long been fans of Continental’s TKC-80 dual-sport tires, and the 90/90-21 front and 140/80-18 rear didn’t disappoint. Grip and feel are excellent on the road or in the dirt. In fact, not having been on them in a while, we were pleasantly surprised – again – by their off-road performance when you consider that we never aired down for the dirt sections on our route. There was still just enough sidewall flex in the Contis to maintain decent grip in all but the most dry-slick portions of the trail. And again, thanks to the slow-revving and predictable nature of the 701’s power delivery, we never found ourselves suddenly engaged in an impromptu break dance due to an unexpected loss of traction.

We know, the 701 Enduro sounds too good to be true, but there are some hitches in the Husky’s giddyup, starting with the transmission. Sure, we like the fact that the brawny engine allows us to ride a gear tall in most situations, but what we don’t like is having to row through the transmission that isn’t smooth nor particularly precise, especially when you try to shift under a partial throttle load. We missed shifts on several occasions and on three different test bikes, which was enough to lead us to believe that it isn’t just an isolated incident. The one-two and five-six upshifts are particularly balky, and finding neutral isn’t an easy thing to do when the engine is running. This is one area where the 701 could use more refinement.

Another thing: While we were perfectly happy to stick with the Advanced power mode on our ride, we don’t understand why, four years along now, KTM (and now Husqvarna) has not made the power mode feature switchable via a button mounted on the handlebar or the instrument display rather than from its underseat location. Cheesy.


We appreciate that the Husqvarna is fitted with handguards straight from the factory, but the front number plate/headlight combo is shaped in such a way that if offers zero wind protection – not ideal on cold or windy days.

We also don’t particularly care for the front numberplate/headlight design. There is nothing wrong with the performance of the headlight itself, but during our breezy early morning rides we noticed that the unit diverts air straight into the rider’s chest. We’ve tested a lot of dual-sport machines with the same basic nose configuration, and most of them have offered at least some wind protection. Not the Husqvarna. Husky officials appear to be well aware of this, however, as they showed us a drawing for a forthcoming accessory windscreen. If we lived in wetter or colder climates, it would be a must-have item.

Even with the transmission gripe, you’d have to go a long way to find a more sorted first-year dual-sport machine than the Husqvarna 701 Enduro. It delivers the perfect combination of power, handling and suspension on or off the trail. It looks great, and its engine performance alone is worth the $11,299 asking price. Husqvarna is taking orders for the 701s as we speak. If you’ll excuse us, we need to go get in line.

2016 Husqvarna 701 Enduro
+ Highs

  • 690cc Single is smooth and extremely tractable
  • Stable yet agile chassis
  • Suspension works well for a 300+-pound dirtbike
– Sighs

  • Transmission gets testy when shifted under a load
  • Power mode switch is not located on the handlebar
  • Zero, and we mean zero, wind protection
2016 Husqvarna 701 Enduro Specifications
Price $11,249
Engine 690cc liquid-cooled, SOHC, four-valve, four-stroke Single
Bore x stroke 102 x 84.5mm
Engine management Keihin EMS w/ride-by-wire throttle, selectable ignition mappingrs.
Transmission Constant mesh, 6-speed, w/hydraulically actuated APTC (Adler Power Torque Control) slipper clutch
Type Chrome-moly trellis mainframe w/Polyamide subframe/fuel tank
Rake/trail 27 degrees/ 1504 mm (4.4 in)
Wheelbase 59.2 in.
Front Suspension 48mm WP 4CS cartridge fork; compression and rebound adjustable, 10.8-in. travel
Rear Suspension WP single shock; compression and rebound adjustable, 10.8-in. travel
Front brake 300mm floating wave rotor w/Brembo two-piston caliper
Rear brake 240mm floating wave rotor w/Brembo single-piston caliper
Front Tire 90/90-21 Continental TKC-80
Rear Tire 140/80-18 Continental TKC-80
Seat height 35.8 in.
Wet weight, claimed 319.0 lb.
Fuel capacity 3.4 US gal.)
Colors White/Blue/Yellow
  • Born to Ride

    Give me a goddamn factory ADV version of one of these already. I want to buy one that has been used for nothing other than commuting at a ridiculous 2 year depreciation rate.

  • Sayyed Bashir

    Great detailed review! Enough to make you want to go out and buy the bike right now. One can never have too many bikes. Husky’s are using a few KTM components but are not KTMs. They are better than KTMs. Made Dakar podium on first try.

  • Old MOron

    So the engine is tractable and luggable for technical stuff. It’ll give you a sudden burst of power when you need it, and it’ll do the ton on the highway without breaking a sweat. On top of that, the birdcage chassis is light and rigid without compromising feel. The bike is stable in a straight line and carves corners in any jungle.

    Hmm, I may finally be separated from my money in the near future. I look forward to reading about the sumo. And please, let’s have some MOronic shootouts.

    • Sayyed Bashir

      Like I said, one can never have too many bikes. It is quite a bit of money to be separated from, though. However, one gets what one pays for.

      • Old MOron

        Well, everyone is different. Truth is: since I’ve owned two bikes, I find I’m not as bonded to either one. I think I prefer having just one.

        • Sayyed Bashir

          Different bikes for different purposes: dual sport, super moto, adventure/sport touring, hooligan/street fighter, sport bike, cruiser, dirt bikes,. I love both my bikes and keep finding other bikes I would really like to have.

          • Craig Hoffman

            The number of bikes we think we need can be expressed by this formula.

            Bikes needed = N+1, where N represents the number of bikes currently in your garage. :)

          • Sayyed Bashir

            As long as you use them regularly, you can have as many bikes as you want. Each one for a different purpose. I know people with more than a dozen bikes. You can’t do that with cars as they take up too much room. But you can have a dozen bikes in a two car garage.

          • Craig Hoffman

            The folks I know with lots of bikes usually collect older ones. It is ideal to have many, as that allows time to tinker and fix, and always have a reliable runner ready to go. These are good friends to have, as it is fun to ride their old resto modded RD400s and H2 750s to bike nights with them.

          • Ian Parkes

            and the rest of it… up to D-1, where D represents the number of bikes in the garage which would prompt the missus to file for divorce.

  • Cristián Ovalle Núñez

    Please, we need an ADV version of it! I’m tired to only see too heavy ADV bikes!

  • DickRuble
  • Craig Hoffman

    I have not ridden the Husky, but a friend has the KTM 690R. That engine is so much stupid fun it is hard to put into words. If you have every ridden an old Honda XL600 or DR650, take that kind of easy but stout power, literally double it and you have the idea.
    I could never ride one of these on the street and keep my license. There just is no way 😉

    While it is not a KTM 350 or 500 XCW by any stretch, a competent rider can take one of these big bikes anywhere off road, including gnarly single track, and at a good trail pace too, then ride home on the highway at 70 mph, no problem. They are pretty amazing, but 11.5K? Damn. Will check the used bike ads…

    The only bugaboo with the KTM that likely applies to this bike is fuel filtration. Do yourself a favor, spend 6 bucks on a Walbro 11 micron inline canister fuel filter and install it. KTM has been consistently moronic about fuel filtration for years now. The in tank Mahl fuel filter they all come with is next to worthless. Plugged injector problems result.

    • Sayyed Bashir

      You are right about losing your license. I got two speeding tickets going from CA to AZ for the Overland Expo last May on my 2015 1190 R. A third ticket would have suspended my license. I had to load up with electronic detection gadgetry for my subsequent long distance trips. It is too easy to twist the throttle and fly away. The bike is always eager to go. It is a Dakar racer. I was staying in 5th gear but still reaching triple digits. I have learned to stay in 4th gear just to be safe. 6th gear is only if you really want to get in trouble. As far as the fuel filter, I would assume it would only be a problem south of the border, unless you are talking about sand or dirt getting in the tank.

      • Craig Hoffman

        The bugaboo for me on this Husky is of course wheelies. Big fat multi gear long wheelies. Cops take such a dim view of them, ticketing for reckless operation, a very serious offense.

        I have a Husaberg FE450 which is basically a confused KTM. On that bike and other KTM bikes with FI, it is well known that the fuel filter in the tank is not fine enough to protect the injector. KTM then added a tiny filter up by the injector that promptly clogged. After that they installed another tiny filter, but 20 microns, which is not enough to protect the injector. The simple answer is an inexpensive small canister filter on the fuel line. The issue is well known on the KTM Talk and the Husaberg boards. Great bikes though, they really are.

  • randy the great

    Great review, but why on earth are you complaining about zero wind protection on a dirt bike..?

  • sgray44444

    Sounds like somebody finally made the exact dual sport I have always wanted. Now, what do I have to sell…

  • Rob Johnson

    What do you think the practical difference would be between this bike and the KTM 690r? I have a 450XCW but due to short maintenance intervals I am looking to replace it with the 690r or perhaps this bike.

  • MichaelAndTheArgonauts

    There is a $450 price difference between this and the KTM 690. Any idea as to why?

  • Patriot159

    Very cool bike but my biggest gripe would be the polyamide sub-frame/gas tank. You can’t just pop on a larger tank for more range and it would not surprise me to see some kind of stress failures and/or leaking from it down the road. I’d lean more towards the KTM next year when they put the new Duke motor in it. In the mean while, my modded DR650 is doing just fine.