MASH X-RIDE CLASSIC 650 (2020 - on) Review

Running gear looks impressive. There’s a sizeable radial-mounted brake caliper on a 320mm disc, with chunky-looking forks, a neat aluminium swingarm and attractive gold rims.

However, the Mash X-Ride 650 Classic doesn’t ride as well as it looks. The biggest issue to get around is Mash’s decision to build a supermoto with broad 17in rims, but fit chunky off-road tyres. Supermoto bikes are trail machines converted for tarmac capers with smaller, wider rims and grippy tyres, but curiously the X-Ride has low-grip knobblies. I know The Dirt Look is all the rage, but they spoil the 650’s steering and low-speed handling – it feels like the front tyre is soft. They look like the Pirelli fitment on a Yamaha Ténéré 700 but are made by Kenda, and don’t have the Pirelli’s grip at decent lean on chilly or damp roads.

The riding position is nicely balanced and spacious enough despite the X-Ride being compact, and the bench seat is comfy enough to see off the contents of the 12-litre tank. No problems with the ride quality from the rear shock either, especially given this price point. But the front forks are disappointingly choppy; the ride is jiggly and unsettled at pretty much all speeds. And while the blingy-looking Hangte four-pot front brake stops the 650 well enough with a good squeeze of the span-adjustable lever, it’s desperately shy of feel.

The X-Ride’s motor is the air-cooled 644cc overhead-cam single that Honda used in the NX650 Dominator and XR650 dirt bike (Shineray acquired the rights in 2016). Back when Honda made it the unit produced 39 lb.ft of thud and around 44bhp, but modern regs mean this Mash version has 32 pound-feet and around 40 horsepower at 6000rpm.

However, the X-Ride still feels how old 'giant trailies' used to. It pulls cleanly all the way to an indicated 7000rpm and thrums contentedly at 75mph in top (fifth) gear. There are no off-the-throttle power wheelies, but the Delphi injection gives great fuelling and there’s a tad less low-speeding chugging than big singles of yore. It’s a dry-sump motor, with oil carried in the frame ­– the dipstick is next to the headstock.

There are some pleasing parts on the 650. The neat rear rack, finned headlight housing and diddy ABS switch on the bright-finished 'bars are great, and the tiny clocks are in keeping with the style of bike.

Some of the welds on the frame aren’t the nicest to look at (who mentioned pigeons?), and our 1000-mile-old test bike had the first tiny suggestion of rust on the underside of the steel twin-pipe exhaust. Overall finish is certainly no worse than a Royal Enfield Interceptor though, and you have to look hard to see evidence that it’s a £5k bike, not one costing more.

Our Mash X-Ride 650 Classic owners' reviews don't indicate anything concerning on the reliability front.

There aren’t many other 650s for five thousand. Most bikes at this price point feel a tad flimsier, too. In terms of seeming like it’s worth the cash, the X-Ride succeeds. Insurance won’t break the bank either. It's a group nine, which is a group higher than a Royal Enfield Interceptor but then still only the same as a Kawasaki Ninja 300.

The ex-Honda engine is good for 50mpg, given the sort of breezy thrumming the Mash encourages. Tyres should last as well. But it’s unfortunate that the 644cc single needs frequent servicing – as in every 2500 miles. We’re not talking just oil and filter either: there’s a valve clearance check every time. Access is easy and they shouldn’t need adjusting on every occasion, but it’s still a bit much. Spark plugs and air filter are every 5000 miles.

The Mash won’t excite if you’re an electronics freak. You get switchable ABS… and that’s your lot. The very compact single digital dial has limited information (speed, revs, fuel level and odometer) and no scope for adjustment, but it feels right on a 70s-style retro.

Other bits make up for the lack of gizmos. The overall finish is good, the Monza-style filler cap is neat, and the rims and brakes give a fancier image than they’re deserving of.