The 2026 Husqvarna 701 Enduro promises more power, longer suspension travel, and a modern suite of electronic rider aids. Could this be the ultimate all-round dual-sport motorcycle? 🤔
The 2026 Husqvarna 701 Enduro has a lot going for it—but it’s also a bit complicated. With increased horsepower, longer suspension travel, a redesigned body, and significantly upgraded electronics, it aims to strike the perfect balance between a hardcore dual-sport and an adventure motorcycle. On paper, it all makes sense. The 693cc single-cylinder engine is capable of long-distance travel while remaining agile enough for demanding off-road terrain. The WP suspension blends the benefits of long-travel enduro suspension with the stability of shorter-travel ADV setups, offering both road composure and off-road compliance. Add in a spacious cockpit and off-road-focused ergonomics, and the concept sounds promising.
But does this formula really work on mountain roads and highways? To find out, I joined the 2025 Husqvarna Trek event in Portugal’s Serra da Estrela mountains 🇵🇹. The three-day ride—exclusively on the 701 Enduro and Norden 901—took us across Portugal’s highest mountain range. It was the perfect proving ground to determine whether the 701 Enduro is the ultimate compromise or an underwhelming one. Over 72 hours in the mountains, we experienced everything from twisting asphalt to brutally challenging off-road trails. At first, the answer wasn’t clear—but by the end, everything clicked.
The new Husqvarna 701 Enduro produces 4.2 more horsepower than before, reaching a peak of 78 hp at 8,000 rpm 🔥.
Updates and Upgrades
The heart of the 701 Enduro (and the KTM 690 Enduro R) is the 693cc LC4 engine. Husqvarna says revisions to valve timing, a lower-friction crankcase, and higher-pressure fuel injection (for improved flow and atomization) were made primarily to meet Euro 5+ emissions standards. Fortunately, these changes also resulted in more power and improved efficiency.
Last year, Ducati’s Superquadro Mono engine briefly claimed the title of most powerful production single-cylinder engine. For 2026, Husqvarna takes it back, with the 701 Enduro now rated at 78 hp, a gain of 4.2 hp. Peak torque drops slightly by 0.4 lb-ft, to 53.8 lb-ft at 6,750 rpm, but revised valve timing delivers stronger torque at lower revs—where it matters most off-road.
The 693cc liquid-cooled single is shared with KTM’s 690 Enduro R and SMC models. For 2026, not only is it more powerful, but peak torque arrives earlier in the rev range.
Service intervals are extended as well: 9,300 miles for oil changes and 18,600 miles for the first valve clearance inspection—excellent for a performance-oriented single. The new exhaust system relocates the catalytic converter to the header pipe, making aftermarket exhaust upgrades easier. Dual oxygen sensors support closed-loop fueling, and a standard quickshifter allows clutchless up- and downshifts through the six-speed gearbox.
Power is great—but the real improvement comes from the electronics package, because the 701 has never lacked grunt. The 2026 model comes standard with Street and Off-Road ride modes, with an optional Rally Mode. Rally Mode adds nine levels of adjustable slip control (plus off), Dynamic Slip Control, and Engine Slip Regulation. In short: enough adjustability to satisfy almost any rider 😎.
A 4.2-inch TFT display is bright, clear, and easy to navigate, allowing riders to fine-tune traction control and other settings on the fly.
In Rally Mode, traction control can be adjusted in real time. Level 9 offers maximum intervention, Level 1 allows significant wheelspin, and Level 0 disables traction control entirely. Dynamic Slip Control steps in if traction control becomes too restrictive, slightly reducing intervention to maintain forward momentum. Engine Slip Regulation works in reverse, gently opening the throttle during deceleration to prevent rear-wheel lockup when engine braking exceeds available grip.
Both traction control and ABS are lean-sensitive. ABS modes include Street (front and rear active), Off-Road (rear ABS disabled), and Off. A dedicated ABS button on the left switchgear allows quick changes. Note: after cycling the ignition, ABS defaults back to Off-Road mode—important to remember during extended dirt riding. The TFT also supports Bluetooth connectivity via the Ride HQV app for navigation, calls, and music 📱.
The 701 Enduro features cornering ABS paired with Brembo braking components.
Chassis and Suspension
The frame has been upgraded with a stiffer steel trellis design for improved feedback, and suspension travel has increased slightly. The WP Xplor open-cartridge fork now offers 10.4 inches of travel, up from 9.8 inches, with 30-click compression and rebound adjustment. Rear travel is 9.8 inches, controlled by a fully adjustable WP Xplor shock.
Bodywork has also been revised. The seat is longer and extends forward toward the radiator shrouds, giving riders more room to move. The 3.6-gallon fuel tank remains housed in the self-supporting plastic rear subframe, allowing for a downdraft throttle body and placing the airbox where a traditional fuel tank would normally sit.
Three Days in Search of Adventure—and Answers
Husqvarna hosted around 60 riders for the Trek event, including a handful of journalists. We were given brand-new 2026 701 Enduros equipped with Rally Mode and GPS units. Instead of following guides, we navigated the routes ourselves—just like paying customers. It felt less like a press launch and more like a ride with friends 🏕️.
On Day One, smooth asphalt led us into the Estrela mountains, immediately showcasing the 701’s impressive road manners. Despite its 21/18-inch wheels and Continental TKC80 tires, handling was precise, stable, and confidence-inspiring. The redesigned seat positions the rider closer to the steering head, improving front-end feedback.
Low-end torque felt stronger exiting corners, and the short gearing made the front wheel light and playful. Brembo braking up front was excellent, while the rear brake felt slightly soft. ABS calibration on pavement was well judged.
Once the pavement ended, doubts crept in. On rocky, embedded terrain, the suspension felt deflective and unsettled. Combined with the weight of the rear-mounted fuel tank, the bike felt less composed than expected. I began questioning the 701’s off-road credentials.
That night, suspension adjustments made all the difference. With my 240-pound weight, the rear was undersprung. Adding rebound and compression damping—and softening the fork compression—transformed the bike.
On Day Two, riding with skilled American riders, the 701 finally made sense. Front-end deflection was reduced, rear traction improved, and confidence soared. With proper setup, the 701 Enduro became a powerful, capable off-road machine that was genuinely fun to ride 💪.
Off-road ABS proved intrusive in muddy conditions, intervening too early on the front brake. Fully disabling ABS solved the issue, delivering excellent braking feel and control. Dynamic Slip Control, however, was outstanding—working seamlessly in loose, rocky climbs.
By Day Three, I found myself passing riders on Norden 901s in technical terrain. The 701’s lighter weight and slimmer profile made it far easier to manage in tight, muddy conditions.
The final stretch back to the hotel highlighted the 701’s supermoto-like handling on pavement—something pure dual-sport bikes simply can’t match. And unlike hardcore enduro machines, its maintenance schedule is measured in thousands of miles, not hours.
As I rolled back into the hotel, my opinion of the 2026 Husqvarna 701 Enduro had completely changed. It isn’t compromised by trying to do everything—it’s enhanced by it. With basic suspension tuning tailored to the rider, the 701 seamlessly blends dual-sport and ADV strengths. That’s the only requirement to unlock one of the most enjoyable and versatile motorcycles on the market today 🏆.
It may not conquer the most extreme terrain as effortlessly as a pure enduro bike—but it can take you almost anywhere, and do so with comfort, performance, and unmatched versatility 🌍🏍️.
2026 Husqvarna 701 Enduro Specs
| MSRP: | $13,399 |
| Engine: | SOHC, liquid-cooled single-cylinder; 4 valves |
| Displacement: | 693cc |
| Bore x Stroke: | 105.0 x 50.0mm |
| Compression Ratio: | 12.7:1 |
| Transmission/Final Drive: | 6-Speed / Chain |
| Claimed Horsepower: | 78 hp @ 8000 rpm |
| Claimed Torque: | 53.8 lb.-ft. @ 6750 rpm |
| Fuel System: | Keihin EFI w/ 50mm throttle body, ride-by-wire |
| Clutch: | PASC slipper/assist, hydraulic actuation |
| Engine Management/Ignition: | Keihin EMS, twin ignition |
| Frame: | Chromium-molybdenum steel trellis |
| Front Suspension: | 48mm WP Xplor USD fork, adjustable compression and rebound damping; 10.4-in. travel |
| Rear Suspension: | Wp Xplor monoshock, fully adjustable; 9.8-in. travel |
| Front Brake: | Single Brembo twin-piston caliper, 300mm floating disc, switchable cornering ABS |
| Rear Brake: | Brembo single-piston caliper, 240mm disc, switchable cornering ABS |
| Wheels, Front/Rear: | Spoked, 1.85 x 21 / 2.50 x 18 |
| Tires, Front/Rear: | Continental TKC80, 90/90-21; 140/80-18 |
| Rake/Trail: | 27.7° / NA |
| Wheelbase: | 59.2 in. |
| Ground Clearance: | 10.4 in. |
| Seat Height: | 36.8 in. |
| Fuel Capacity: | 3.6 gal. |
| Claimed Weight (Without Fuel): | 335.1 lbs. |
