There’s a lot to like about the 2026 Husqvarna 701 Enduro. It’s also slightly confusing. It’s got more horsepower, more suspension travel, new bodywork, and a significant upgrade in electronics. It promises a compromise between an enduro dual sport and an adventure motorcycle. On paper it makes total sense. The 693cc single can cover long distances and still play in the dirt. WP suspension splits the difference between a long-travel enduro and shorter-travel ADV setup, to handle well on the street and still soak up the bumps off-road. It’s got a roomy cockpit with dirt bike ergos.But on the trail and road does it make sense? I joined the 2025 Husqvarna Trek in Serra de Estrella, Portugal, to find out. The 2025 edition of the Trek is three days of riding in the country’s highest mountains exclusively on 701 Enduros and Norden 901s—a perfect opportunity to see if it’s the best in-betweener ever, or a disappointing compromise. Seventy two hours in the mountains, with everything from twisting pavement to challenging enduro situations started with confusion, but ended in clarity.

Updated and UpgradedThe standout on the 701 Enduro (and KTM 690 Enduro R) is the 693cc LC4 engine. Husky says changes in valve timing, friction-reducing crankcases, and a higher-pressure fuel-injection system (for better flow and atomization) are aimed at Euro 5+ emissions. But they also result in more power and improved fuel efficiency. Last year, Ducati introduced its Superquadro Mono engine that surpassed the Austrian LC4 output by 3.7 hp. Husky’s 2026 changes give the 701 Enduro a claimed 78 hp at 8000 rpm—a 4.2 hp increase—reclaiming the single-cylinder horsepower title. Claimed peak torque has decreased by 0.4 lb.-ft. to 53.8 at 6750 rpm. Those changes in valve timing deliver the 701’s grunt lower in the rev-range than before, despite the slight drop in peak torque.

Service intervals have increased as well, with oil changes now coming at 9300 miles and the first valve clearance checking in at 18,600 miles. A new exhaust system moves the catalyzer into the header pipe to make aftermarket or accessory muffler changes easier, with two oxygen sensors informing the closed-loop fuel-injection system. An up/down quickshifter is standard, allowing for clutchless up and downshifts of the six-speed transmission.While more power is always welcome from one of the best singles ever designed, new electronic rider aids are more useful additions, as the 701 never lacked abundant output. For 2026, the 701 Enduro gets two standard ride modes (Road and Enduro) and an optional Rally mode (price TBA) that includes a nine-level-plus-off Slip Control, Dynamic Slip Control, and Motor Slip Regulation. That’s a lot of options for your slip.

Slip Control in Rally mode basically allows for on-the-fly adjustment of traction control with level 9 being the most locked down and 1 allowing the most tire spin while still being active. Level 0 turns off TC completely. Dynamic Slip Control helps out when the level of traction control would stop forward progress. In that situation, TC is rolled back ever so slightly to keep the rear tire clawing for traction. The easiest way to describe Motor Slip Regulation is traction control in reverse. When there is not enough rear wheel traction to engage the mechanical slipper clutch on deceleration, MSR slightly opens the throttle to keep the rear from skidding or locking.Both traction control and ABS are lean-sensitive. ABS modes are Road (both ends on), Off-road (rear ABS off) and, simply, Off. The dedicated ABS button on the left switch gear toggles between modes. When keyed off, the bike will revert from Off to Off-road, so pay attention on long days in the dirt. A 4.2-inch TFT dash communicates all changes and important information cleanly and clearly. You can also connect to the dash via Bluetooth for turn-by-turn navigation, phone calls, and music via the Ride HQV app.

The 701’s chassis also gets notable upgrades, with a stiffer trellis frame for improved feedback, while suspension travel increases slightly at both ends. An open-cartridge WP Xplor fork now strokes through 10.4 inches (up from 9.8) with 30 clicks of compression and rebound damping adjustment in separate legs via knobs on the caps. A fully adjustable WP Xplor monoshock controls the 9.8 inches of rear wheel travel.Finally the bodywork is updated with a longer seat that extends forward onto the radiator shrouds to allow for greater rider movement. Fuel continues to be housed in a self-supporting plastic rear subframe unit with a capacity of 3.6 gallons. This allows for a downdraft throttle body configuration, with the airbox occupying space where a traditional fuel tank would reside.

Three Days Searching For Adventure and AnswersHusqvarna had three days of riding planned for approximately 60 customers at the Trek. It also tossed a handful of motorcycle journalists into the mix, plying us with fresh-out-of-the-crate 2026 701 Enduros loaded up with optional Rally Mode and aftermarket GPS units. Rather than following a ride leader we found our own way, just like the Husky enthusiasts who paid good money (approximately $2000) to be there. This provided an unusual opportunity at a press launch—autonomy. Ordinarily, everybody follows some superfast pro or ex-pro while jockeying for second place to avoid the dust. And of course to assert dominance for our media outlet. But this launch was like a ride with buddies; breaks happen when needed, photo opportunities are taken, and there’s no pressure to win the so-called journo GP. Or less pressure, at least.

On Day One, we headed into the valley below Serra de Estrella on pavement, immediately introducing us to the 701’s street handling prowess. A ribbon of jet black asphalt snaked back onto itself down to Covilhã. Despite a dirt-friendly 21-inch front and 18-inch rear wheel combo wrapped in knobby Continental TKC80 tires, handling is crisp, communicative, and stable. The new seat allows you to get your hips and head as close to the steering stem as possible, increasing rider confidence and front-end feedback.The revised low-end torque delivery yanks hard out of corners as you twist the short-throw, ride-by-wire throttle. Conservatively short final gearing makes for a light front end as you stand up the bike while flicking it side to side.

Braking from the single four-piston Brembo caliper and floating 300mm disc is powerful with excellent feedback. At the rear, a single-piston brake is a bit spongy, requiring more pedal stroke than preferred. ABS on the road is well-calibrated without being intrusive.With Covilhã behind us, the mountains opened up with rocky, dusty dirt roads. Here’s where my confusion with the 701 began. On chunky trails with sharp stones seemingly cemented to the center of the earth, the 701’s WP Xplor fork and shock deflects and kicks, making it difficult to stay on your intended line. As the rear deflects, you also notice the weight of a full fuel tank in the rear subframe, adding unwanted momentum to any side-to-side tail wagging. “Why isn’t this thing better off-road?” I started thinking.All day, I vacillated between the euphoria of a 78-hp single and the disappointment of an unplanted chassis. I wonder if an FE 501s would be better overall. What about a Norden 901? Is the 701 Enduro even needed in Husqvarna’s line up?

Back at the hotel, I asked for some suspension changes. My 240-pound body might have the rear end sitting too low, using too much of the available shock stroke while contributing to harshness and rear kick. I also added 3 clicks of rebound damping to slow the rear shock’s return to full length, while increasing compression damping by 2 clicks to further slow the downward stroke. At the front, compression was reduced by 3 clicks to be more compliant on rocks and square-edged bumps.The next day, I joined up with three riders from the states. Mike, Toby, and Mike are solid riders, so I feel like I’m riding with my buddies back home. I’m enjoying the ride, not only because of the great company, but also because the suspension is now sorted. In dirt, the compression damping change on the fork reduces front wheel deflection, making the front track better. At the rear there’s still some pendulum effect, but it’s less pronounced and completely manageable with the rear kicking out less often. Properly sorted, the 701 Enduro is just a heavy dirt bike with more power than you’ll ever need. Highly entertaining.

As good as the brakes and Road ABS settings are on pavement, the Off-road ABS setting is less impressive in the dirt . It interferes too early and too often on the front wheel, leaving plenty of braking power on the table. It’s easy enough to fix with a long press of the ABS button for a full off setting, if you remember to do it. If you don’t, you can be in for a big surprise after a long straightway tightly bends to the left. You could end up in the weeds, or worse, speaking from experience. With ABS completely off in the dirt, braking performance is stellar with excellent feedback and intuitive modulation. The rear brake is still a bit mushy in the dirt, but you can find and break traction at will.

Speaking of traction, Dynamic Slip Control is a wonderful electronic aid, one that works so well you barely detect it. I set the Slip Control to level 6 on a very loose and rocky hill, where only the lowest settings would normally offer enough thrust and rear-spin to make it to the top. While the bike did slow noticeably, it kept moving up and forward without drama.At the end of the day, I made four new friends: three Americans, and the 701 Enduro. With bike settings sorted and the chassis behaving much better, I began to understand the 701’s mission: to be the one bike in the garage to do it all in the dual sport and ADV world.Day three kicked off with more dirt shredding, and I found myself passing Norden 901 riders struggling with big rocky hills, sandy corners, and tight corners. With reduced heft and size of the 701 compared to the 901, it is clear that if you want to ride difficult dirt, the Enduro is more capable and less tiring.

A final rip on the road back to the hotel once again highlighted the 701 Enduro supermoto-level handling. Backing into corners, dipping into apexes quickly, and wheelying away without rider fatigue and worry is something hardcore dual sports like a FE 501s simply can’t do. Not to mention, the maintenance schedule on dual sports are measured in hours, not thousands of miles like the 701. Sure if you want to do the hardest trails on the mountain, the dual sport will be easier. But guess what, the 701 Enduro can do just about anything in the hands of the right rider. You’ll give up the last 5% in the dirt, but you gain 100% on the street.

As I skidded into the host hotel, my opinion of the 2026 Husqvarna 701 Enduro had transformed. It isn’t worse for the compromises making it a do-it-all dual sport, it’s actually better for it. It’s the best of both worlds if you’re willing to pick up a few tools to make adjustments for your size and skill. That’s the only requirement needed to experience one of the most entertaining and useful dual-sport motorcycles on the market.

2026 Husqvarna 701 Enduro Specs