KTM 890 SMT 2026 — Specifications

A year of absence (2025) and the 890 SMT returns. With a new color scheme, the removal of the tall front fender in favor of a close-to-wheel model, the addition of a luggage rack with integrated passenger handles, and a significant price drop.

Without changing its ambitions, a blend of Supermotard and Touring, as it defended in its previous version, with a twin engine, a sharp design, a spiced-up mix of genres, and a bit of nervousness throughout.

From the outset, you face a very particular machine. As if a 690 SMC-R had merged with an 890 Adventure. A kind of insect whose desire would be torn between gnashing at mountain curves and giving a jolt to everyone who dawdles in the turn. Yet, and it’s a feat of engineering by Katoche, the SMT seems very different from the Adventure while being very closely related in reality. Let’s take a closer look...

To note that the bodywork, the shoulders, the fork head, the handguards, and the rear flanks are identical. Then, the SMT reveals itself. A much shorter windscreen, less pronounced cheeks for the tank, no engine guard, lower rear-view mirrors than the 890 Duke, and a more nervous space around the front wheel favor a mischievous expression. It creates a sense of lightness that is also confirmed in the figures – this maxi-supermotard weighs 6 kilos less than the Adv’ from which it derives.

This regime is explained by its smaller tank (15.8 liters against 20 l on the trail) and fewer parts. The essential thing is that this machine wants to be both playful and a traveler. When you see the look of the tires, you realize that these Michelin PowerGP are not there to joke. Designed for mixed road and circuit use, they will eagerly await tight trajectories and the twin’s revs.

The 890 SMT is powered by the LC8c twin engine found throughout the KTM mid-range, from roadsters to trails to the sporty RC8c (in which it is given the means to strongly express itself). Its power is identified by 105 horsepower at 8,000 rpm and 10.2 mkg of peak torque. Values identical to the Adventure, and more than sufficient to carry the 194 kilos of the machine towards a good shake of sensations.

A Supermotard is tall. The SMT does not deviate from the rule. With 180 mm of suspension travel, the seat will require a bit of flexibility to reach 860 mm – although the repositioning of the shock absorber has limited the altitude. Once seated, you immediately perceive the 5-inch TFT digital dashboard; and above all, the small adjustment wheels at the top of the 43 mm inverted fork. Those who appreciate efficiency will be able to fine-tune the damping, as the suspensions are adjustable; in rebound and compression for the front, and in rebound and preload for the rear.

On the 890 SMT, the swingarm is slightly longer and the wheelbase increased, which should give more stability to the machine. Like all members of its family, it is carried by a minimalist steel tubular trellis frame, using the engine as a stressed member to recover as much rigidity as possible.

But for a model that smells of virolos devoured at full throttle, it is surprising that KTM has not upgraded the braking system. The radial calipers are still the J.Juan ones from the Duke and Adventure, when a good pair of Brembos would have been much more appropriate. Especially since the SMT has the SupermotoABS electronic parameter in its memory, which disables the ABS on the rear. Thus, it is possible to arrive like a madman in the turn by triggering large rear drifts (when you have the technical baggage). Therefore, the 320 mm discs will feel good with the pads pushed by 4 pistons in each caliper. Except at the rear where the 260 mm disc and its two pistons will sometimes (often) lock the rear wheel for beautiful controlled drifts.

The ergonomics show up with the new tank, allowing better integration into the front of the motorcycle, and the possibility of orienting the handlebar in 6 positions. In addition to this, Katoche provides (as always) a certain electronic offering, with a 6D inertial sensor, traction control and curved ABS, as well as three Riding Modes (Sport / Street / Rain) – and a strong incentive to go to the options where the up & down shifter, cruise control, an additional “Track” riding mode allowing to choose on 3 levels the throttle response and 10 for the MTC engine slip control, smartphone connectivity and heated grips await.

The manufacturer allows you to taste almost everything during the first 1,500 kilometers. After that, either you pay for the options, or Katoche puts you to sleep. Can the 890 SMT also be a touring machine, as its T suggests? More than the 890 Duke, that's for sure, and truly more roadworthy than the Adventure. But not like a Tracer 9 or this kind of hybrid machine. The motorcycle is intended to be characterized, fun, leaving its rider to choose to roll or thrash the curves. This Katoche is the Adventure in Supermotard version, with the fun being more roadworthy than a certain Hypermot' from Ducati.

M.B. - Photos manufacturer