Motorcycle specifications KTM890 SMT 2026 Adventure in 17 inches

After a year's absence (2025), the 890 SMT is back. It features a new color scheme, the removal of the high front fender in favor of a model flush with the wheel, the addition of a luggage rack with integrated passenger handles, and a significant price reduction.

Without changing its aspirations in any way, it remains a blend of SuperMotard and Touring, as it was in its previous version, with a twin engine, bold design, a spicy mix of genres, and a lively feel throughout.

An adventure bike that loves to get in the way

Right from the start, we are faced with a very special machine. It's as if a 690 SMC-R had merged with an 890 Adventure. A kind of insect torn between gnawing at mountain curves and headbutting anyone who drags their feet in the corners. However, and this is a tour de force on Katoche's part, the SMT seems very different from the Adventure, when in reality it is very similar. Let's take a closer look...

We can see that the fairing, shoulders, fork head, hand guards, and rear sides are identical. Then the SMT reveals itself. A much shorter windshield, less pronounced tank cheeks, no skid plate, lower mirrors than the 890 Duke R, and a more aggressive space around the front wheel give it a mischievous look. The result is an impression of lightness that is also reflected in the figures – this maxi-supermotard weighs 6 kilos less than the Adv' from which it derives.

This reduction in weight is due to its smaller fuel tank (15.8 liters compared to 20 liters on the trail bike) and fewer parts. The bottom line is that this machine is designed to be both fun and practical for touring. When you see the tires, you realize that these Michelin PowerGP tires are not there for fun. Designed for half-road, half-track use, they will eagerly await tight trajectories and the twin-cylinder's acceleration.

The SMT 890 is powered by the LC8c twin engine found in KTM's mid-range models, from roadsters to trail bikes to the sporty RC8c (in which it really comes into its own). Its power is evident in its 105 horsepower at 8,000 rpm and 10.2 mkg of maximum torque. These figures are identical to those of the Adventure and more than enough to propel the 194-kilogram machine towards a thrilling ride.

A Supermotard is tall. The SMT is no exception to the rule. With 180 mm of suspension travel, the seat will require a little flexibility to reach its 860 mm height—although the repositioning of the shock absorber has limited the height. Once there, you immediately notice the 5-inch TFT digital display and, above all, the small adjustment knobs at the top of the 43 mm inverted fork. Efficiency enthusiasts will be able to fine-tune the suspension, as the shock absorbers are adjustable: rebound and compression for the front, rebound and preload for the rear.

On the SMT 890, the swingarm is slightly longer and the wheelbase has been increased, which should give the bike more stability. Like all members of its family, it is supported by a minimalist tubular steel trellis frame, using the engine as a load-bearing element to maximize rigidity.

But for a model that feels like it's been designed for cornering at full throttle, it's surprising that KTM hasn't upgraded the brakes. 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 a Supermoto ABS setting in its electronic bag of tricks, which deactivates the anti-lock braking system on the rear wheel. This makes it possible to come into a corner like a bat out of hell, triggering big slides (if you have the technical skills). So, the 320 mm discs will feel just right with the pads pushed by four 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.

Ergonomics comes into play with the new fuel tank, which fits better into the front of the bike, and the possibility of adjusting the handlebars to six different positions. In addition to this, the Katoche offers (as always) a range of electronic features, with a 6D inertial unit, traction control, and cornering ABS, as well as three riding modes (Sport/Street/Rain)– and a clear incentive to upgrade to the options, which include Up&Down shifter, cruise control, an additional "Track" riding mode with 3 levels of throttle response and 10 levels of MTC traction control, engine slip control, smartphone connectivity, and heated grips.

The manufacturer lets you try out almost everything during the first 1,500 kilometers. After that, you either pay for the options or Katoche disables them.
Can the SMT 890 also be a touring machine, as its T suggests? More so than the 890 Duke, that's for sure, and definitely more road-oriented than the Adventure. But not like a Tracer 9 or that kind of hybrid machine. The bike is designed to be distinctive and fun, giving the rider the choice of rolling through or tearing up the corners. This Katoche is the Supermotard version of the Adventure, with more road-going fun than a certain Ducati Hypermotard.

M.B. - Manufacturer photos