This motorcycle is going to be a hard one to nail down. Much like the story of the blind men describing an elephant, in the 2024 KTM 890 SMT, each motorcyclist will see the bike differently. We see S, and we think “sport”. Then we see SM, and supermoto comes to mind. T can only mean touring, and you certainly aren’t touring when you’re riding supermoto—or can you? There are even a few more uses for the SMT that aren’t revealed in the three-letter designation. Let’s push the starter button, which brings the LC8c parallel twin to life, and ride.
- The 2024 KTM 890 SMT splits the difference between the 890 Adventure R and the now-discontinued 890 Duke R. The SMT’s wheelbase is smack dab between them at 59.1 inches. At 25.8 degrees of rake, the SMT is kicked out 1.8 degrees more than the Duke R and a half-degree less than the Adventure R. The SMT’s 33.8-inch seat height is an inch higher than the Duke R and 1.4 inches lower than the Adventure R. You get seven inches of wheel travel at both ends of the SMT, which is 2.4 inches less than the Adventure R and an inch or so more than the Duke R. Finally, the SMT weighs 428 pounds with the 4.2-gallon fuel tank full—45 pounds lighter than the Adventure R and 33 pounds more than the Duke R. You get the idea, so we’ll focus on riding the SMT.
- Our SMT wasn’t quite stock. It had the Tech Pack—a software upgrade that runs $690 and includes the Track Pack. Also, instead of the standard high front fender, the test bike was equipped with the $370 low front fender. We will get into the Tech Pack soon enough.
- Although KTM’s over-the-top press action photos indicate that SMT stands for SuperMoto Touring, we’re not sold on the SuperMoto part. Try as I might when riding it, I just couldn’t feel the supermoto vibe of the SMT. It’s too heavy and bulky, and the seat’s not right for authentic supermoto duty. Senior Editor Nic de Sena gave it the old college try, before conceding authentic supermoto-style riding isn’t on the menu for mere mortals. Keep in mind that the SMT is 187 pounds heavier than the 450 SMR (a totally legit supermoto bike) and weighs 100 pounds more than the 690 SMC R street supermoto. Finally, KTM puts the SMT in the Sports Tourer category on its website, and we agree wholeheartedly with that placement.
- The 2024 KTM 890 SMT is a fantastic sport-touring motorcycle. It has all the ingredients you want in a successful sport-touring dish—potent mid-size engine, all-day-comfortable ergonomics, accommodating suspension, easy handling, and superb rubber. Let’s start breaking all that down.
- Borrowed from the 890 Dukes and 890 Adventures, the versatile parallel-twin motor is a proven winner. With a long, flat torque curve, you can twist the throttle at any rpm and be rewarded. The DOHC motor is as happy to work its way through technical twisties as it is to roll on from 80 mph in 6th gear to over 100 mph when passing a semi on a lonely desert road. Add in the dual counterbalancers, and you have a fantastic powerplant for sport-touring.
- The IMU-informed electronics package relies on the basics rather than being overly complex. You get Sport, Street, and Rain in standard trim, with Track Pack’s Track mode part of the Tech Pack. For most riders, the three basic modes will get it done. The throttle response, ABS, and traction control settings in Sport aren’t overly aggressive, so it’s easy to simply stay in that mode unless it’s raining. That’s a good thing, as there’s no dedicated mode button, so you have to dig into the five-inch customizable TFT display’s menu a bit. Track mode adds electronic engine compression braking adjustment, launch control, and a different display, plus quick adjustment of traction/wheelie control and power delivery fine-tuning. Riders who like to push the envelope will find those features more important than the average aggressive sport-touring enthusiast.
- The Tech Pack has other features that may entice a 2024 KTM 890 SMT buyer. The quickshifter is a big one. As usual, the more aggressively you ride, the better the quickshifter performs. Cruise control is great if your sport touring includes some slab droning. Via the KTMconnect App, it also adds navigation, though not GPS. All the hardware is included with the SMT off the showroom floor, so you can upgrade any time after the 1500-kilometer trial period expires. Yes, some of our staff strongly dislike the separate charge for a software upgrade, while others accept the pricing model. Put me in the latter—I’ll expect hate mail.
- There are few motorcycles more naturally comfortable than the SMT. When you sit on it, everything feels just right. If it doesn’t, the handlebar can be mounted in any of five other positions. As is KTM custom, though the bike is hardly small, it is narrow at the seat and knees. This mitigates the tall seat height, though I am nowhere near flat-footing both feet at a stop with my 31-inch inseam. I ride dirt bikes, so it doesn’t bother me. I like sitting in the catbird seat while sport-touring, surveying everything in my domain. If you prefer, a taller and a lower seat is available from KTM PowerParts. The hand and foot controls are intuitive, and once you learn the logic of the display, it’s easily navigated with big-button switchgear. As mentioned, the twin’s vibrations are kept under control, which is appreciated on long rides.
- Although nothing fancy, the WP Apex suspension is fully capable. Sure, we’d like semi-active or electronically adjustable suspension. However, KTM isn’t offering that feature at the $13,949 price point. Instead, we get damping adjustments at both ends, with spring-preload only tunable on the shock. That’s not a big deal, as the springing is well-matched to the damping options. The suspension travel is long at seven inches, yet the SMT isn’t mushy or divey—there’s a bit of supermoto influence, mixed with ADV. This makes the SMT a great sport-tourer on less-than-perfect roads, which we have plenty of in California. If you feel the need to firm up the front, no tools are required to adjust the damping. While the spring preload is knob-adjusted, the piggyback-reservoir shock requires a small flathead screwdriver to adjust the rebound damping (compression damping is fixed). It’s a fine sport-touring package.
- The 2024 KTM 890 SMT has sport-touring handling down pat. While not overly responsive, the SMT is ready for some smart action in the twisties. Though it takes some time to get used to the height, the low center of gravity afforded by the guppy-style fuel tank lessens the fall-in feeling. Once you wrap your head around it, the SMT handles like a sport bike, and it is fully trustworthy through the generous cornering clearance. High-speed cornering is as stable as tooling down a highway at triple-digit speeds. While the height makes the SMT a bit unorthodox, the results are indisputable.
- Michelin Power GP tires play a prominent role in the performance of the SMT in the twisties. This is hardly sport-touring rubber. Power GP tires are strictly about performance, making them popular with track riders. This is definitely a departure from sport touring, as these near-slicks are not the hot set-up in the rain, and the GPs favor performance over longevity. They were fantastic for our 1000-mile test, though sport-touring riders may look for a more versatile tire, such as the Michelin Road 6, after running through the stock Power GPs. How often do you hear that in a review?
- Braking is in line with what you’d expect for a sport-touring motorcycle. The three calipers are KTM branded, though we suspect they’re J.Juan-sourced. The front calipers get radially mounted, and with the 320mm discs, there’s plenty of stopping power with good feel—don’t forget to credit the high-traction Michelin Power GP rubber. The electronics package includes the excellent cornering-aware Bosch MP 9.3 software, with a Supermoto mode if you want to back it into turns.
- We didn’t actually go touring on the new SMT. While we put hundreds of miles on the SMT multiple times in a day, we weren’t able to get KTM’s Touring Case Set or various top cases and set off on a trip. The mounting system is almost invisible, so the SMT looks great with or without the bags. The fairing offers good protection, but the windscreen is short. On longer trips, we would look into a taller aftermarket windscreen to further contest the windblast. We’re putting this all on our 2025 to-do list.
- Although it took us a while to figure out the 2024 KTM 890 SMT, when we did, we loved it. The sport-touring category is making its way back into the consciousness of American motorcycle riders. ADV touring is great, though not everyone needs off-road capability, and they’re willing to trade that away for a lower seat height. The SMT splits the difference between a traditional sport tourer and an adventure tourer, and does it in a way that invites the rider to head over the hills and far away.
Photography by Don Williams
RIDING STYLE
2024 KTM 890 SMT Specs
ENGINE
- Type: LC8c Parallel twin
- Displacement: 889cc
- Bore x stroke: 90.7 x 68.8mm
- Valvetrain: DOHC, 4 vpc
- Fueling: EFI w/Dell’Orto 46mm throttle bodies
- Lubrication: Pressure lubrication w/ 2 oil pumps
- Transmission: 6-speed
- Clutch: PASC slipper clutch
- Final drive: Chain
CHASSIS
- Frame: Chromoly steel w/ aluminum subframe
- Front suspension; travel: Damping-adjustable WP Apex 43mm inverted fork; 7 inches
- Rear suspension; travel: Spring-preload and rebound-damping adjustable WP Apex piggyback-reservoir shock; 7 inches
- Front wheel: 3.5 x 17
- Rear wheel: 5.50 x 17
- Tires: Michelin Power GP
- Front tire: 120/70 x 17
- Rear tire: 180/55 x 17
- Front brakes: 320mm discs w/ radially mounted 4-piston calipers
- Rear brake: 260mm disc w/ 2-piston caliper
- ABS: Bosch 9.3 MP; defeatable w/ Cornering ABS and Supermoto mode
DIMENSIONS and CAPACITIES
- Wheelbase: 59.1 inches
- Rake: 25.8 degrees
- Seat height: 33.8 inches
- Fuel capacity: 4.2 gallons
- Curb weight: 428 pounds
2024 KTM 890 SMT Price: $13,949 MSRP (as tested w/ Tech Pack: $15,009)
2024 KTM 890 SMT Review Photo Gallery
