2021 KTM 450 SMR Supermoto First Ride Review

Citing sales popularity of its Husqvarna FS 450 cousin, KTM returns to the supermoto segment with its 2021 450 SMR ($11,299). Based off the 450 SX-F motocross bike, the SMR employs the Austrian brand’s textbook manufacturing playbook. It trades moto hardware for an asphalt setup that nets a competent push-button, competition-spec supermoto for track riders who want a lighter, more manageable motorcycle versus most sportbikes. Like many dirt bikes, the 450 SMR is not street-legal and is for closed-course riding.

Editor’s note: Peruse the 2021 KTM 450 SMR Supermoto First Look Preview report to get up to speed on features and technical specifications. Also visit the 2019 Husqvarna FS 450 Supermoto First Ride Review to learn what the Husqvarna version is like to command. This article describes what it’s like to ride the SMR.

In spite of the subtle component variations (remember KTM and Husqvarna differentiate models via specific bodywork, controls, and subframe/airbox designs), the SMR isn’t that much different feeling than the FS version we tested a couple of years ago. Astute riders will notice the snappier-feeling 449cc single that builds revs more quickly. Top-end power is punchier, with around 55 ponies available at the back tire. Plus power doesn’t taper off as rapidly as we remember as the engine spins toward redline. To ease maintenance chores, an hourmeter is neatly integrated in front of the handlebar beneath the bar pad.

Related: Supermotos For Sale In 2019

The SMR includes two engine maps (Mode 2 offers the most direct power, which we prefered. Mode 1 provides slightly softer engine response). The settings are accessed via a push-button handlebar switch. On/off traction control is also standard, however the system is rudimentary as compared to a modern streetbike (and even some eight-year-old roadbikes) appling correction via retarding ignition spark.

Related: 2020 Husqvarna FS 450 Supermoto First Look

It’s certainly better than nothing, but considering how well the SMR’s rear suspension and tire combo perform, we prefer riding with TC disabled. The electronics also include a launch control setting that’s activated by pressing both the “Map” and “TC” buttons. When active, the rev ceiling is limited to help achieve a better start during a race.

Related: 2020 KTM 890 Duke R First Ride Review

Final drive gearing affords optimum power in each of the five gears at an eight-turn, 0.5-mile go-kart circuit, and the orange bike is good for a top speed of approximetly 90 mph. A Suter slipper clutch allows high-rpm downshifts without rear wheel chatter. This permits natural back tire slip during corner entry without having to feather the easy-squeeze Brembo hydraulic clutch lever.

Compared to the ’18 FS, the SMR’s chassis has added polish with more refined suspension action. This motorcycle is extremely agile and has almost no dreaded front wheel chatter at lean with a high tire load. The chassis complements the stiffness of the Bridgestone Battlax Supermoto tires netting an exhilarating level of mechanical grip. So much that one can feel the engine load at higher lean angles with heavy throttle because the rear Bridgestone has so much traction. The suspension components offer a wide range of adjustment and we were pleased with the OE setting. Another plus is the wide range of spring preload adjustment afforded by the air fork.

A streetbike-sized front brake bleeds the 232-pound KTM’s speed. The brake pad material has more bite than we recall and the radial-pump master cylinder gives plenty of stopping power. One gripe: The lever adjustment detent could offer added range for those with smaller hands. The rear brake performs equally as well with a pleasing level of pedal feel.

Because the SMR is so specialized in application and its price tag is of course lofty (north of more powerful multicylinder sportbikes), KTM isn’t importing many of these machines. Yet if you’re a rider who desires a well-honed tool for racing around go-kart tracks, the orange bike yields a high level of performance for the price. Plus KTM has done all the heavy lifting for you so you can spend more time wide open versus busting knuckles in the garage trying to retro-fit a 450 moto bike for pavement.

Helmet: AGV AX9 Carbon

Suit: Alpinestars GP V2

Gloves: Alpinestars SP Air

Boots: Alpinestars Supertech R Vented