The Motorbike Archives

Before that, when 125cc or up to 200cc categories were run, they were usually contested by a host of converted and modified trail bikes such as XL175's, DT175 with the occasional Kawasaki.

There are also some very valid arguments to show that many of our enduros aren't suited to smaller machines. The long fast sections need 400cc power to keep you ahead of the clock. But that, thankfully is changing, and our events are being fashioned more and more after their European counterparts. That is, a healthy mixture of terrain, where all bikes have a more even chance of being in the winners circle. (it's interesting to note that at last year's International Six Days Trial, that the first two places for individual performance were won by 125cc with a 400cc Jawa third).

But engine capacity is a thing of personal preference, with smaller bikes having the advantage of lighter weight, and consequently better handling.

The epitome of the European bred lightweight enduro is the SWM125.

For those of you with good memories, or who haven't yet burnt your back issues of Trail and Track, will remember that the SWM made a brief "visit" to Australia a couple of years ago. Few were imported, and when Trail and Track got them to test we found them to be immaculately manufactured and very competitive if only they had a class to contest in those pre-IT175 days.

Now they're back. Improved models, and they're being imported by Bert Flood of Box Hill, Victoria, who also imports KTM and Bultaco.

The SWM is an Italian made machine, with all Italian hardware, and the same beautiful workmanship we found on the previous models. There is a full range of motocrossers and enduros available. At the time of this article being written only a 125 motocrosser, and a 125 enduro had been imported. A complete shipment of machines should be in Australia by the time you read this.

If you happen to be reading this with the view to getting yourself a new mount for enduros, perhaps we'd better be fair and warn you straight away that the SWM's are not cheap. In fact they'll run out to about $100 dearer than similarly sized KTM's, and KTM's aren't cheap. But then again if you're really serious about your enduro riding, then you probably appreciate you get what you pay for. In other words, if you pay more, you get more. And this is exactly the case with the SWM.

The bike, if we may get a little personal, looks Italian, or should we say looks as if an Italian designed the colour scheme. It's all red and white, and doesn't exactly blend into the background. We almost expected to see pom-poms hung from the petrol tank, and "Elvis" written on the rear mudguard. It wasn't of course. Looking past the initial appearance, to the workmanship and quality of finish on the SWM is almost awe inspiring. It's beautiful. Welds are tidy, joins join, castings match and everything seems to shine magnificently. It's one beautifully made motorcycle.

The engine, too reflects this quality workmanship. It's all black, with a silver alloy head. Sidecovers are magnesium.

Induction is by rotary disc valve. That is mixture is passed straight into the crankcases. The SWM, is a little like the Can-Am rotary disc valve, in that it has the carburettor tucked safely out of the way behind the cylinder, with a long induction tube running down to the rotary disc mounted on the left side.

Like the Can-Am, this long induction means slightly less snappish response when the throttle is opened quickly. Kawasaki got around the problem by mounting their carburettor on the end of the crankcase, but this puts it in a very vulnerable position, and the first nasty rock can wipe it off.

The SWM motocross engine is almost the same, except that it has been brought to a higher stage of tune with a different exhaust, and wider cut away in the rotary disc. Transfer ports inside the cylinder are identical. Both motors develop incredible amounts of power. The enduro puts out 27 bhp, and the motocross version 28.

Feeding the motor is a 32mm Bing 84 carburettor, while at the other end an upswept, through the frame exhaust with a muffler of monumental proportions keeps the noise level with the acceptable limits.

The 6 speed gearbox has a primary kickstarter, which is unusual for a European machine. That is, you can kick the engine to life while the bike is in gear. Both gear change lever, and kickstarter share the same shaft on the left hand side.

Marzocchi forks (what else) are used up front, and these are long travel, although not the leading axle type. Owners of the first SWM125 enduro to reach our shores. Colin Tregonning, pointed out that the conventional mounted axle is more suited to Italy's rocky landscape. Suspension at the rear is Marzocchi also, with layed forward inverted gas units. Like all Marzocchis they have a gas cap for adjusting your air pressure. Front forks are oil damped.

A special feature of the back end is the Q.D. (Quick Detachable) rear wheel for those legendary 3 minute tyre changes.

The SWM's is really Quick Detachable (Please note how it should have been done Yamaha).

A lever undoes the rear axle (Colin has replaced the standard one with a longer one) and then the axle is pulled out. And that's IT. A spacer drops out. Then the wheel does. The brake hub and sprocket stay fixed to the rightside of the swing arm. The hub still incorporates rubber blocks to buffer the chain snatch.

Putting the wheel back in means you put it in place. Followed by the spacer. Shove the axle in and tighten it up. No tools are needed, and the job takes a few seconds. This is what you call a truly Q.D. hub.

Another point which shows the thought and careful design which puts the SWM in front is the rear brake rod! This is tucked in very close to the swing arm. Normally the brake rod and arm are in danger of being mutilated on rocks, but the SWMs is protected well. Nothing fancy, no special tricks, just care, thought and engineering.

The same excellence has gone into the frame. The main stand is carefully balanced so that the bike can be made to rest on either the front or the rear tyre for removal of the opposite wheel.

No sump guard is fitted, which is unusual, considering the bike comes from the country of the rock terrain. Instead extra frame tubes are welded underneath to protect the sump.

The petrol tank is metal and not overlarge. Colin had already replaced his with a plastic Malcolm Smith one which fitted easily. The standard one was put back on for our photos.

All up the SWM is super impressive. It has the European excellence and design features that the Japanese just haven't made yet. It will certainly add new interest to the increasingly popular lightweight enduro classes. If you can justify spending what will probably be over $2,000 on a 125cc enduro, and think you're rider enough to appreciate such a machine then go ahead.■