SMT. Supermoto Touring. Or in other words: a playful long-distance bike. Sounds good, right? And yet, the KTM 890 SMT is currently the only bike in the SMT segment. Ducati has its Hypermotards, but those only check the “SM” box, no “T” in sight. Whether that means the other brands don’t see value in the category or avoid it for other reasons, I can’t say. But it sure made me curious to find out how KTM defines those three letters.

So here’s the question: should you look at the SMT as a sport-touring machine (like the ones we see plenty of these days, think of the recently tested Suzuki GSX-S1000GX, the Triumph Tiger Sport 800 or the more adventure-styled Ducati Multistrada V4 S)? Or is the SMT simply in a class of its own?

If it’s up to KTM to decide on that matter, it’s definitely the latter. Unlike the trio I just mentioned, KTM’s focus is a lot less on the “T” and much more on the “SM.” The sporty Michelin PowerGP tires and the chopped windscreen make that clear instantly. Add the white beak to the mix and the 890 SMT ends up with a pretty “different” look. It’s a bit of an odd bird. And as we all know, whether you fall for a bike often comes down to looks.

At first glance the 890 SMT might look like an 890 Adventure on street tires, but it’s actually quite different. The SMT rolls on 17-inch wheels, has a shorter suspension travel and swaps the Adventure’s side-mounted tanks for a traditional high-mounted tank (with 4.2 liters less capacity). The engine is the same one found in the 890 Adventure, not the 890 Duke. The reason? An earlier torque peak, which makes perfect sense if you’re going to carry that “T” in your name.

As for the riding position, the KTM 890 SMT feels spot on right away. Spacious, a comfortable seat, knees at an easy angle, upright posture, wide handlebars. It all feels good. You immediately think: “Bring on the miles.” Until you actually start piling on those miles. Wind protection is nearly nonexistent. Saying it feels like riding a naked would be an exaggeration, but not by much. The tiny windscreen doesn’t block much at all.

So, we can keep it short when it comes to long-haul comfort: despite that pleasant riding position, the SMT isn’t built for endless highway stretches. Sure, you can spec it with cruise control, heated grips, a quickshifter and luggage. Just don’t forget to add the 890 Adventure’s taller windscreen if you want any real wind protection.

But what about that supermoto DNA? You feel it within the first few feet. The 890 SMT rides like a bicycle. It’s so ridiculously nimble you’d almost try turning it around on a sidewalk tile. Steering is quick, light and precise, transitions take zero effort, and mid-corner corrections never feel like a workout.

That playfulness does come with a bit of nervous twitching in the legs, especially if you’ve dialed the WP Apex suspension more toward comfort. Luckily, adjusting it is dead simple, front and rear. Braking, on the other hand, demands finesse. Grab a handful and you’re met with an aggressive bite that sends the SMT diving deep into its fork. No amount of suspension fine-tuning fully irons that out. So yeah, better start practicing those delicate lever squeezes.

KTM has always had a reputation for raw, ready-to-race character. On the 890 SMT, that edge feels toned down a notch (again). Don’t get me wrong, it’s still got plenty of punch and pulls strong and smooth, but it didn’t quite deliver the adrenaline kick I was expecting. It’s not a tame machine by any stretch, you can absolutely ride it like a hooligan. You just have to push it harder to wring out all the fun. Honestly, I can’t help but wonder if the Duke’s engine tune would’ve been the better fit here.

That said, when you do decide to go full hooligan, it’s good to know a safety net is watching your back: cornering ABS and traction control, Supermoto ABS (front active, rear disabled) and three standard ride modes (Rain, Street, Sport) plus an optional Track mode. Personally, I found Sport a bit too twitchy, so I spent nearly all my test miles in Street. More than enough for a fat slice of fun with this playful beast.

Conclusion

The KTM 890 SMT is a bit of an oddball. It’s not stripped-down and light enough to be a true supermoto, and it doesn’t have the comfort level of a touring bike. But that’s the point I suppose: the SMT lives right in the middle ground between the two.

And what’s life like in that middle ground? Pretty damn fun. Throw any corner at it and the SMT dives in with zero hesitation. It’s a light-footed corner addict, playful as hell. Combine that flickable handling with a comfortable riding position, and you won’t crawl home sore after an afternoon of twisties. The 105-hp LC8 twin keeps it all moving, though you’ll need to stay on top of it if you want to keep the adrenaline flowing. Do that, and the 890 SMT just nails the mix of comfort and cornering fun.

One last tip for anyone eyeing a KTM 890 Adventure but knowing they’ll never touch dirt: test-ride the SMT. Similar comfort, way more playfulness. Just slap on a taller screen and you’re set.

Pros

+ Crazy eager to eat up corners
+ Comfortable riding position for long twisty sessions
+ Confidence-inspiring tech package

Cons

– Barely-there wind protection to justify the “T” in SMT
– Overly aggressive front brake

Tech specs

Engine

Design: 2-cylinder, 4-stroke, parallel twin
Displacement: 889 cm³
Torque: 100 Nm
Power: 105 hp
Transmission: 6-speed
CO2 emissions: 107 g/km
Cooling: Liquid cooled
EMS: Bosch EMS with RBW
Engine oil: Motorex Power Synth SAE 10W-50
Drive type: Combustion

Chassis

Front suspension: WP APEX 43
Rear suspension: WP APEX – Monoshock
Front brake disc diameter: 320 mm
Rear brake disc diameter: 260 mm
Front brake: 2x radially mounted 4 piston caliper
Rear brake: 2 piston caliper, brake disc
Chain: 520 X-Ring
Frame design: Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated
Silencer: Stainless steel primary and secondary silencer
Steering head angle: 64.21 °
Rear subframe design: Aluminium, powder-coated
Trail: 111.6 mm
Wheelbase: 1502 mm

Suspension

Front suspension: WP APEX 43
Rear suspension: WP APEX – Monoshock
Suspension travel (front): 180 mm
Suspension travel (rear): 180 mm

Dimensions

Seat height: 860 mm
Tank capacity (approx.): 15.8 l
Ground clearance: 227 mm
Weight (without fuel): 194 kg
Wheelbase tolerance: 15 mm
Front wheel diameter: 17 “
Rear wheel diameter: 17 “
Front wheel width: 3.5 “
Rear wheel width: 5.5 “
Wheels: Cast aluminium wheels