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• Comeback of the single-cylinder travel enduro
• Chassis more than class standard
• True purpose lies in cornering
• SWM Superdual T is an explorer motorcycle
• MOTORRAD conclusion on the SWM Superdual T
• Close relationship with the Husqvarna TE 630
• The competition
• Offers for the SWM Superdual T

17th photos

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How does the single-cylinder travel enduro SWM Superdual T fare in the top test?

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Klick-Meister: The fork’s rebound and compression levels can be adjusted.

3/17
Red tubes: engine and tank protection bars encircle the 600 unit.

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The cockpit is small. Various displays can be called up at the push of a button (right).

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Brembo brake calipers and 300 mm disc, but strong gripping is required.

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Extra costs: The cases come from Givi, each hold 33 liters and cost 900 euros including the carrier. They can be loaded from above and from the side.

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She must come through this crevice. The hairpin tightens at the end. No problem for SWM. Easily and reliably, it follows the driver’s request for an ever tighter line.

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Sizzling goods: Of course, the weld seams on the rear carrier hold the pipes together perfectly. They should still look nicer. The sizzling scales in no way flatter the eye.

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Clean hands: The practical rotary knob for changing the damper preload is rarely found on motorcycles up to mid-range. The Superdual from SWM owns it. We like to give both thumbs up for that.

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Well meant: Of course, a main stand is pretty handy. Especially with motorcycles with chain drives like the SWM. But: If the lever is so cleverly located behind the passenger pegs that it is impossible to reach it with boots, then the function remains dubious.

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Suitcase hop: Because the ABS doesn’t always work, the rear lifts off mightily.

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Bright friends: the small additional headlights support the low beam.

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Tidy: Order and good workmanship rule under the bench.

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Sufficient storage space is available in the sidecases.

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The multi-adjustable hand levers are certainly more than class standard.

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The narrower the path, the more comfortable the SWM Superdual feels. Her credo: discover the unknown, turn where nobody else goes.

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In the tested version, the SWM costs 8490 euros. Case and holder included.

SWM Superdual T (2018) in the top test

Comeback of the single-cylinder travel enduro

Single-cylinder travel enduro bikes have long been standard in every manufacturer’s program. Light, agile and suitable for long-distance travel, they hit the nerve of many motorcycle fans. Since the introduction of the Euro 4 standard, the genus had died out. Until now. Raise the curtain for the SWM Superdual T in the top test.

Evolution is merciless. Once not enforced against others and your own kind is about to end. In a figurative sense, this also applies to the motorcycle market. Of course, economic interests predominate here. But they partly follow a similar pattern. BMW’s F models, Honda Dominator, Kawasaki KLR 650 Tengai and, of course, Yamaha’s 660 Tenere: This small selection, without claiming to be complete, demonstrates that a few years ago all manufacturers were single-cylinder, off-road and suitable for traveling with around 600 cm³. Finally, Yamaha’s Tenere held up the flag. Then came Euro 4 and with it, for the time being, the end of this two-wheeler category. The large two- and multi-cylinder touring enduros had long outstripped the smaller versions. Until now! SWM doesn’t see it that way. Based on the older Husqvarna TE 630 engines, the Chinese owner is sending the new ones from the factory in Varese S.WM Superdual T at the start.

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SWM Superdual T (2018) in the top test
Comeback of the single-cylinder travel enduro

A single cylinder remains a single cylinder

To get straight to the point: The SWM Superdual T did not become a winner in the 1,000-point ranking. But neither were the aforementioned predecessors of the other brands. What’s more: a single cylinder remains a single cylinder. There is never the smooth run of an inline four. Even if the single is basically well behaved, he can’t get away with it entirely without blame. After taking off, he turns a little too long too high, thunders out of the two rear bags at almost 2,500 revolutions before he finds his resting heart rate at 1,800 rpm after just under two minutes. When starting off, the gas can be opened a little more, because the single cylinder dies at low engine speeds. The tight pressure point of the otherwise easy-to-dose clutch and the sometimes slightly delayed throttle response lead to a spontaneous standstill.

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Extra costs: The cases come from Givi, each hold 33 liters and cost 900 euros including the carrier.

In addition, the engine of the SWM Superdual T reacts jerkily to the opening of the throttle valve in gears one to three under 3,500 tours, pushing itself into the foreground in places with a slight constant jerk. And before the question arises: it can also vibrate. From around 5,500 rpm, i.e. just before it reaches its measured maximum torque of 54 Nm at 6,000 revolutions, the peak output is 52 hp and is at 7,700 rpm, it sends noticeable frequencies into the vehicle. They bother the driver less. Loosely vibrated screws on the handguards, however, indicate that the add-on parts get a lot from the constant pulsing.

Chassis more than class standard

Although this is less due to the quality of the SWM Superdual T itself. Sure, the mirror clamps should be deburred, the main stand accessible and the luggage rack nicely welded, but the general impression is correct. The chassis with the upside-down fork adjustable in compression and rebound stage (210 mm spring travel) and the ZF damper with adjustable rebound and spring base (270 mm spring travel) including a practical handwheel is certainly more than a class standard. This also applies to the butted handlebars that lie comfortably in the hand and can be mounted in two positions using asymmetrical risers, as well as the multi-adjustable hand levers.

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Suitcase hop: Because the ABS doesn’t always work, the rear lifts off mightily.

Form and function come together at these points. In principle, this would also apply to the brakes on the SWM Superdual T. A double-piston floating caliper on the front from Brembo, steel-braided brake lines and Bosch ABS make up the product mix for deceleration in keeping with your standing. But this cannot always be achieved. Why is it? On the one hand, on hand strength. While the brakes are still playing along casually in everyday use, they want to be tackled with vice hands when exercising the sporty play instinct. Then it’s Popeye and not Olivia. The ABS function cannot remain without a mention. The combination of a high center of gravity and a lot of front suspension travel sometimes pushes the system to its limits. To put it more concretely: Anyone who spontaneously hangs on the brakes during a panic braking, the ABS reliably protects against rollover with rough control interventions. But anyone who brakes into a curve in a sporty way, decelerates more and more, lets the fork plunge deeply and puts a lot of strain on the front wheel, has to master the wobbly unicycle dance. In the absence of lift detection, stoppies occur.

True purpose lies in cornering

Admittedly, all of this leaves plenty of room for improvement. Was that that for the newly rediscovered species in the range of motorized two-wheelers? Is the single-cylinder travel enduro about to end again? No. On the one hand, almost all previous representatives of this genre had almost the same weaknesses. On the other hand, there is now the part of the test that is not missing much from a declaration of love. Do you know the Moorish Mountains? If not, just google it. It is located northwest of Hyères in France. Drive down the streets. Not the long connecting routes, but the narrow paths that meander through the hilly landscape like the measurement curve of an EKG. This is where the SWM Superdual T finds its destination. Your seat height of 890 millimeters offers a view like the crow’s nest on a pirate ship. Whether the next bend or a special landscape feature, everything is immediately in view.

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The narrower the path, the more comfortable the SWM Superdual T feels.

The 600 cubic single is the ideal companion for looking, looking and perceiving. Because in contrast to the remaining representatives of the single-cylinder touring enduros, which are located within the 48 hp limit, it pulsates with the lively speed game around its maximum torque man and machine, does not require attention, never seems overwhelmed. He is at your side like a good companion. Relaxed, reliable, in the best sense of the word suitable for everyday use and travel. The gears slide back and forth in the gearbox after a brave step with Enduro boots, while the SWM Superdual T fulfills every request for a change of direction by itself. This side of the milling on the last groove – but certainly not slowly – the Superdual masters tight arcs or wide bends with serenity. The spring elements neatly iron out the warping of second-class tar strips, the narrow 110/80 19-inch and 140/80 17-inch tires adhere until the main stand throws sparks. And they could be even more inclined, but the central stand tool gives only a little, cutting itself gram by gram.

SWM Superdual T is an explorer motorcycle

These streets, hardly wider than a car, are the playground for the SWM Superdual T. This is where it belongs. A discovery motorcycle that doesn’t shy away from excursions into the unpaved. It is true that the case holders increase their weight with a full tank – at least 18 liters fit into the tank – 197 kilograms. But she knows how to hide it cleverly. With wasp-like hips, it looks good and happily 20 kilograms lighter. Push, turn on the side stand? Effortless. People quickly reach their limits with the multi-cylinder enduro variants. Manageability and handling are the magic words of SWM, which is why their fuel supply is often used until low tide in a good mood. With a consumption of 4.4 liters there are 409 kilometers in one go. This motorcycle confirms your actions on all paths. Driver and vehicle form a unit.

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The cockpit is small. Various displays can be called up at the push of a button (right).

This still exists when the paths widen and the median strip adorns the street. The SWM Superdual T hurries through every corner, guided by the wide handlebar. Not with outstanding stability, but also without unsettling you by stirring or couching. She hits the right middle in many things. The engine and chassis with a wheelbase of 1,510 millimeters, a steering head angle of 63 degrees and a caster of 115 millimeters prove that the single-cylinder travel enduro was wrongly excluded from the market by the motorcycle evolution. The “Welcome back” is satisfied. However, it remains to be seen whether the center mentioned will be a golden one, for SWM or the fans of this concept. The Superdual T does not come without weaknesses. For those interested: The tested version of the SWM costs 8,490 euros, including cases and holders. Those who prefer to just grab a roll of luggage can save 900 euros and a few kilos in one fell swoop.

MOTORRAD conclusion on the SWM Superdual T

With the SWM Superdual T, the single-cylinder travel enduro gets a second chance. Although it cannot provide any decisive new impetus in this segment, it shows that this concept is definitely justified. And if SWM eliminates one or the other weakness in the future, then the signs are good that the rediscovered species will become a permanent one.

Close relationship with the Husqvarna TE 630

The SWM Superdual T is based on tried and tested technology that was sold under the name Husqvarna not so long ago. A quick look back at recent history.

Take a look at the SWM Superdual T and then at the Husqvarna TE 630. At the latest when it comes to the details of the engine and its red cylinder head, it becomes clear that there is a close relationship here. Like the TE 630 below, the Superdual also has exactly 600 cm³, which is defined by a bore of 100.0 mm and a stroke of 76.4 mm.

Husqvarna

At least on the engine side, the ancestor of the Superdual: Husqvarnas TE 630.

At that time there was still a nominal power of 57 hp, today it is 54 horsepower according to Euro 4. But how did this link between Husqvarna and SWM come about? In 2013, BMW sold Husqvarna to KTM, who only used the name. The existing vehicle technology and the plant in Varese are not used by the Austrians. This calls for the former Husqvarna chief engineer Ampelio Macchi, who is taking over the old stock and company premises together with the largest Chinese motorcycle manufacturer Shineray. Both also acquire the brand name SWM, under which the old Husqvarna singles are now experiencing their second spring, as the example of the SWM Superdual T shows.

The competition

New competitors? There is no longer. Therefore, two bikes have to be used for classification, which are only available in use and, like the SWM Superdual T single-cylinder, upheld the topic of travel enduro.

BMW

The BMW G 650 GS is one of the competitors.

BMW G 650 GS
Single-cylinder engine, 48 hp, 198 kg, 0-100 km / h: 5.1 seconds, Vmax: 170 km / h, consumption: 3.4 liters, from 7,400 euros * (2015).

Yamaha XTZ 660 Tenere
Single-cylinder engine, 48 hp, 218 kg, 0-100 km / h: 5.7 seconds, Vmax: 160 km / h, consumption: 4.1 liters, 8495 euros * (2016)

*Without additional costs

Offers for the SWM Superdual T

Used SWM Superdual T in Germany

For fans of single-cylinder enduro bikes, the used motorcycle exchange offers the SWM Superdual T in top condition at a low price: used SWM Superdual T in Germany

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