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That fast orange company, KTM, and its race-ready 450 SMR have gotten faster. In no uncertain terms, KTM and its SMR lineup have been at the forefront of the stateside progression of supermoto racing. Between its strictly supermoto SMRs and double-duty SMC models that come with motocross as well as 17-inch SM wheels, KTM North America has sold approximately 3000 supermoto-related bikes since the sport's “homecoming.”
The Austrian company's continuing development of its supermoto-specific racebikes over the last year has paid dividends. In the 2005 SMR 450, the rough edges of the '04 model have all been smoothed out. The old SMR had an extremely aggressive, “darty” feel to it, as if centered on its steering head. The chassis steered precisely and transmitted tons of front-wheel feedback—even when it was the unwanted front-end chatter that the '04 model suffered from.
The steering hasn't changed for 2005, but what has is the 30 percent stiffer frame and a steering head that's been gusseted for another 5 percent rigidity. Chatter has been tamed by the frame revisions and new, stiffer, lighter, adjustable-offset aluminum triple-clamps. Shoring up the rear end is a new, more-rigid, cast-aluminum swingarm, replacing the old extruded one. This keeps the rear wheel from twisting, reducing the variables that cause wheel-hop.
From the saddle, all this translates into confidence that the SMR will come back in line after its Dunlop-shod, 5.5-inch-wide rear rim has been hung out on the edge of track and traction during corner entry.
Other '04 ailments included a hot-starting glitch and reluctance to idle once warm that could most likely have been solved with a jetting change. Aside from the “idle-chatter” problems, the '04 SMR made for a competitive mount at any local supermoto race, but the '05 model will definitely make the competition edgy.
There's more juice in the water-pumping, single-cam, four-valve motor, with horsepower up from 46.4 to 48.5. A new ignition system makes more midrange power and provides more exact throttle response. The motor also received a stronger crankshaft and lighter piston that undoubtedly help throttle response.
Through steel-braided lines, Magura hydraulic hand controls actuate the clutch and front brake. Coupled with a 320mm wave-rotor, the six-pack of piston pucks stop the SMR fast enough to peel the orange off. The rear brake faded after a race-distance track stint, however, which was our only real complaint.
When picking from the season's tastiest motorcycle fruits, we'll testify to the tanginess of this orange flyer.
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