FIRST RIDE: SUPERDUAL X
Go-anywhere intentions, simple mechanics and no unnecessary clutter. SWM’S latest Superdual X is a dual-purpose tool that keeps it real…
SWM come over all off-road, and do a pretty good job.
LIVING IN THE sticks can be problematic for shops, takeaways and public transport. It does mean access to significant quantities of BOATS, however. These are byways open to all traffic – think farm tracks and trails that are public roads. Dirty, rutted, puddlestrewn routes can form eight miles of my commute, giving a wonderfully uncluttered and uplifting start to the day. The only problem is I’m a blundering, inexperienced imbecile when it comes to off-road escapades, and most modern, high-tech adventure bikes are intimidating. The prospect of lying trapped under a quarter-of-a-ton of very expensive BMW R1250GS waiting for a bemused farmer makes me itchy. Enter the SWM Superdual: 169kg and 54bhp of straightforward, fuss-free, dualpurpose trailie.
SWM is an Italian concern. Successful in motocross and trials during the 1970s, they went bust in 1984. The company was reborn a few
years ago with backing from cash-rich Chinese behemoth Shineray, who bought the Husqvarna factory in Italy (built in 2008 by BMW, Husky’s owners at the time) complete with machinery, workforce and engine rights. They turned on the machines, Huskies plopped out, and they slapped SWM stickers on the tanks.
The 600cc Superdual has been around for a couple of years, built around Husky’s SMR630 single. Most engine bits are made in China, then assembled in Italy and put in a steel frame with aluminium swingarm. When launched (Bike, August ’17) SWM promised a Superdual T with 19in front and 17in rear, and an X version with larger rims wearing 90/90-21 and 140/8018 tyres – proper off-road sizes. But while you’ve been able to buy a T in the United Kingdom,
this is the first time the X has been available. With 210mm of front suspension travel and 270mm rear, plus almost two feet of ground clearance, the SWM gives even tensed-up fools like me confidence on green lanes. The big wheels roll readily over rough terrain, Metzeler’s tyres keep hold and the enduro-style riding position makes sense when standing up and trying to let the bike dance around. Crash bars and robust plastics let me believe it’ll laugh if (when) I topple in a deep rut, and the light controls, smooth fuelling and thrumming single make more sense than 160bhp, umpteen modes and fussy electronic settings. Out on tarmac the Superdual X is good, rather than great. The motor (used in CCM’S Spitfire) is nicely fuelled,
‘Smooth fuelling and thrumming single make more sense than 160bhp and fussy electronic settings’
willing to rev, and feels happy thrumming down B-roads and back lanes in the midrange. It’s harsh and vibey over 5000rpm though, which makes for numb extremities if motorway speeds creep above 75mph. Handling is steadfast yet it banks readily, though ride quality isn’t great – the Fast Ace forks are firm and can be crashy, giving a jiggly ride on open roads, and there’s not much feel for the front tyre in the wet. It’s better with the damping backed off on the adjustable forks and rear preload reduced with the handy remote knob, but still not brilliant. The screen works and the high (890mm seat) riding position feels natural, as long as you’re content with a close-to-the-bars enduro arrangement. Very good mirrors, offset by a compact but cheap-looking dash (with a dicky trip on this bike). At £7020 on the road (same as the smaller-wheeled T), the Superdual X obviously isn’t dripping with gadgets, but that doesn’t mean bare basics. Your seven grand gets the crash bars and adjustable suspension, plus ABS with off-road setting, centrestand, fog lights and rack. Find an additional £700 and there’s a luggage-covered GT version too.
If your ‘adventure-touring’ won’t involve anything more than a dusty road then larger bikes make more sense, especially with a pillion. For serious trail antics a pukka Honda or KTM enduro is handier (and if you can afford it, Husky’s 701 Enduro is faster, smoother, classier, plusher and sexier). But if you are serious about a road bike that lets you find out where that tree-lined trail goes, the SWM has appeal. Suzuki’s V-strom 650 isn’t the same thing, Honda’s CB500X and NC750X are beak-shod roadsters, and though Royal Enfield’s Himalayan is good value and aims in the same direction, it’s slower and less dirt-ready. The SWM’S the only real old-style, dual-purpose trailie you can buy.
If the SWM’S no frills old school ethic has flicked your switch, turn to page 14 for more back to basics ‘First Ride’ endeavour