SWM adds two Superdual thumper models

SWM Superdual X

Revived Italian motorcycle manufacturer SWM is adding two new models to its 600cc Superdual adventure thumper.

The Superdual X features 21/18-inch wheels instead of the 19/17-inch combination of the standard model.

SWM Superdual X
SWM Superdual X

Those wheels are fitted with Metzeler Sahara 3 tyres for hardcore adventure and the bike has switchable ABS.

It arrives later this month at $10,490 (plus on-road costs) in red and is available in either full power or as a learner-approved model.

SWM Superdual X
SWM Superdual X

SWM’s Stephen “Tuffy” Tuff says they have a “huge amount of pre-orders”.

It will followed by the 2018 Superdual T in January at the same price.

The standard Superdual is $9990.

SWM Superdual T
SWM Superdual T

The T model also comes equipped with switchable ABS and in either full power mode or LAMS approved.

Superdual T is painted grey and is fitted with 19/17-inch wheels mated to Metzeler Tourance tyres.

“Australian adventure riders have been fizzing for these two new models ever since they broke cover in Europe some months ago,” Tuffy says.

The Superdual X and T are powered by the same liquid-cooled 600cc engine with six-speed transmission coupled to GET ignition and Mikuni D45 fuel-injection system.

They are suspended by 45mm upside-down forks and Sachs adjustable shock with remote preload adjuster.

All Superduals have 19-litre fuel tanks for plenty of adventure riding range.

SWM Superdual
SWM Superdual

As an introductory special, SWM will offer a free GT Kit including panniers and driving lights valued at $1500 from January 1, to March 31, 2018.

SWM Superdual T with GT kit
SWM Superdual T with GT kit

All Superdual models come with hand guards, windscreen, aluminium skid plate, engine and tank crash bars, centre stand and rear carry rack. There is provision for 12-volt socket outlet under the digital speedo display.

SWM history

SWM (Sironi Vergani Vimercate Milano) was founded in 1971 and forged a formidable reputation in trials and enduro.

It was liquidated in 1984 and given a new lease on life in 2014 with funding from the Chinese Shineray Group.

Their new range of dirt and road bikes is Italian designed and built in the same production plant in Lombadia, Italy, where the company started. Some engine components are made in China.

SWM SUPERDUAL

  • Engine: 600cc, liquid-cooled DOHC 4-valve single cylinder four-stoke
  • Bore x Stroke: 100 x 76.4mm
  • Transmission: 6-speed
  • Clutch: Wet multi-plate with hydraulic control with cush clutch hub
  • Ignition: GET
  • Fuel system: Mikuni D45 EFI
  • Start: Electric
  • Front suspension: 45mm USD fork with 210mm of travel
  • Rear suspension: Adjustable Sachs shock with external shock spring pre-load adjuster and 270mm of travel
  • Front wheel: 19-inch (T model) 21-inch (X model) with 300mm brake disc with ABS
  • Rear wheel: 17-inch (T model) 18-inch (X model) with 220mm brake disc with switchable ABS
  • Seat: 890mm
  • Wheelbase: 1510mm
  • Clearance: 180mm
  • Fuel capacity: 19-litres
  • Weight: 169kg

10 Comments

  1. Regarding sizing of the Superdual X, are there any owners, or riders with time on this model, in the 6’3″ height range? I’m interested in the bike, but the few reviews with taller/long-legged riders aboard the X point to it being a tight fit. And for the taller riders, do you have any recommended mods for sizing the bike to your height?

  2. HI. I bought a 2018 SWM super dual X recently. Package came with the 21/18 inch wheels as standard. After riding a BMW GS 1200 around Australia (3.5 months) decided a lighter bike was the go (always paranoid about dropping the GS in the dirt due to repair costs and its so bloody heavy to lift up). Took the SWM for a ride on dirt roads (gravel, corrugated and steep) in the southern highlands near Canberra. Bike was really well behaved and felt solid. Then on the bitumen (alpine way – windy, hilly), comfortable sat on 100k/hr (approx. 4,000revs) with more available if required. So far happy with the purchase, nice to have metal 18 litre tank (GS had 20L). Friend of mine came along on his recently purchased KTM 690 (13L tank) and although the KTM is an animal in the dirt (and 15-20kg lighter), the SWM held its own no problems (and has a seat made for bums). There are not many contenders in the adventure niche between small and large bikes in Australia. I was seriously looking at the DR 650 SE, but it was hard to walk away from the SWM in terms of quality and cost (plus windscreen, engine protection bars, pannier rack, hard panniers (although I prefer soft), ABS (back wheel can turn off) etc as part of package). Warranty seems pretty good – two years. The issue of parts availability etc – I will just have to suck it and see, however, I think the SWM will prove to be popular so that may help. The only issue I have is the sticky gear change from first to neutral when bike at rest (no problems going through gears when moving). Can’t seem to get clutch lever sufficiently disengagement when holding grip with two outer fingers (riding on dirt). Will keep adjusting clutch lever to see if I can find sweet spot. I found both 5 and 6 gear pretty tall, so riding on main road with camping gear maybe interesting. However, I suspect its a matter of keeping the revs up and it forces you to carry less gear which is a good thing. The lower gears are great, as at times opened up throttle on the dirt and bike took off trying to leave me behind. So far (honeymoon period) I’ve found it to be a fun bike to ride around town and on the dirt.

    1. Hi Terry

      I’m in the process of moving from Melbourne to Canberra and am looking at the superdual. From the sounds of your review it seems that you are happy with the bike but how did you find the dealer in ACT?

      Have you had the opportunity to try it out on some tight tracks?

      regards
      Chris

  3. I have one of the first RS650R to make it to Australia. I agree, its everything the KLR could have evolved into, except the service schedule and dealer network. I found the already low vibration lessened after servicing the driveline damper and loosening neverseizing and retightening the exhaust fasteners at 10k.
    For owners that fettle their own bikes, and have confidence in sourcing their own consumables, its a great platform. But I’d like to see a longer valve and driveline damper service interval. 20k say. New yammahas are at 40k, so the 5/10k is not competitive. And the dealers just arent there. The 2 in my area just dont have the professionalisim of the big established dealers, but have the same or higher costs. Sorting those issues would raise it from being a weekend enthusiasts bike to being an everyone bike.
    It gets up and goes though, unlike my klr that just sort of slugged its way everywhere with a kind of desultory determination.
    I’d like to have a decent ride on a 300 versys. For the considerably lower $ask, that might be a real challenger.

  4. I have the earlier 650R (sans the rack, windshield and centre stand). It has done 4000 kms of fire trail and bush track without missing a beat. Like its first cousin the Husky TE650 it has great bush cred and fair to good road cred (handling is fine-just a bit buzzy around 130km plus). I would commend potential purchasers to test drive one. I believe it is a better all around long distance bike than the KTM690/Husky701. Clearly the KTM/Husky are more dynamic in the bush, however for real touring I will take the SWM. It is a proven Husky motor with great brakes and suspension. The price is also very compelling.
    What have I done to improve the bike?
    Safari 25 litre tank
    B&B bash plate and rear rack
    power plugs
    fold away mirrors
    proper Husky gear lever-longer for my size 13 boots.
    3/4 inch bar risers.

    What might I do.
    only thing is to consider a 2 into one exhaust pipe with a Barret end can.
    Over all a great bike, the new Enduro has a bigger tank and that would be fine as is.
    Just get out there and have a ride.

  5. … if the motorcycle had the same warranty as the KLR or DR i am sure myself & others would buy one – especially when I read: “As an introductory special, SWM will offer a free GT Kit including panniers and driving lights valued at $1500 from January 1, to March 31, 2018”. that’s a lot to like!

  6. The Superdual is everything a Kawasaki KLR650 should have evolved into. Instead the KLR has rested on its laurels for the last 20 years which is a sad thing for a model line that stretches back 30 years.
    While the Kawasaki factory’s perceived inertia has kept the price of the KLR down and enabled a diverse aftermarket to fill some of the equipment gaps, even a green-blooded KLR evangelist would be at least envious of, if not sorely tempted by the Superdual.
    I can only write from the perspective of a former KLR owner. How the Superdual rates against this class of bike from other brands I’m not sure, but if SWM can build the bike with reliability that favorably compares with Jap brands then I forsee a bright future for SWM in this class.

  7. These look great! At last there is somebody who knows how to build a real adventure bike. One of the things I always look for is a high front mudguard. If you really are adventurous (instead of just being a show pony) sooner or later you will find yourself in mud that clogs up under a low mudguard and stops the wheel from turning. In extreme conditions I have had the front wheel stop turning even with a high mudguard because the mud jammed in between the wheel and the forks. But it was easy to clean it out and get going. With a low mudguard it is very difficult to clean out and you need to remove the mudguard. Doing that repeatedly consumes a lot of time. I have ridden for kilometres in the grass on the side of the road to avoid this.

    1. I’m in two minds on the this – I have a couple of 990s on high guard, one low guard. I’ve have take the low guard off just once in 140,000ks (black mud in Manitoba). Get a whole lot less crap on the headers and radiators.

      1. This reminds me of a situation I witnessed years ago. Two guys riding R1150GS BMWs were stuck on a country road after some rain, their wheels clogged with mud. A guy in a Commodore drove past taking his kids to the school bus. Fifteen minutes later he drove back past on his way home and the bikes were still stuck. The Commodore driver also owned a Land Cruiser but didn’t consider the conditions to be bad enough to need it. An ordinary car could handle the conditions, but the big BMWs were immobilised. On any of my trail, enduro or single cylinder adventure bikes it would have been easy and fun. The big BMWs (then and now) are not good adventure bikes. They are just show ponies.

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