Shannon Warner•24 Sept 2019

REVIEW

2020 Sherco Factory enduro launch review

Emerging enduro brand Sherco is fast becoming a competitive force worldwide. A trio of Sherco’s best sellers illustrate why this French brand is so popular Down Under

Love is in the air, and in the dirt, for French-based enduro brand Sherco. Trailriders and enduro racers with first-hand experience with the emerging brand are singing its praises. However, if you’re a relative newbie to Shercos and keen to know more you could be easily overwhelmed walking into a Sherco dealership for the first time.

Unlike popular Japanese brands that offer just a handful of enduro models, Sherco has a staggering 12 full-size, fully registerable enduro bikes to choose from.

To get a better handle on what Sherco has to offer and how the various models differ, Bikesales recently attended the 2020 Sherco enduro launch at Krusic’s Ride Park in Gippsland, Victoria. A key difference within the 2020 range is the choice between the base models, known as the “Racing” range, and the more expensive “Factory” range.

Sherco has acknowledged the current monikers can cause confusion for new customers and plans to drop the “Racing” label from the base model and have it known simply as the Enduro model.

How do you compare them?

If the Shercos were fast food, the Racing models would be the plain hamburgers, while the Factory models would be hamburgers with the lot, with fries on the side. Put simply, the Racing range is well suited to trailriders on a budget, while the Factory models are decked out with higher quality components, highlighted by KYB suspension and Akrapovic exhaust systems.

Despite the higher price tag, the Factory models are proving to be more popular than the base versions, outselling the more affordable range by a significant margin. Australian importer, Mojo Motorcycles, claims the Factory range makes up a dominating 80 per cent of total Sherco sales in Australia. With that being the case, we kicked off the launch aboard the blinged-out, beefed-up 2020 Factory machines.

The two-stroke Factory range consists of a 250 and 300cc, while the four-stroke offering is made up of a 250, 300, 450 and 500cc. Available to ride at the launch was the 300cc SE two-stroke and 300 and 500cc SEF four-strokes.

Riders familiar with the 2019 Shercos will notice subtle refinements for 2020 such as manganese-coloured cylinder heads, clutch and ignition covers and fresh graphics, while performance-wise the two-strokes score a new shape to the rubber intake for more torque and so less muck gathers at its base.

The two bangers also feature a new, lighter muffler, designed for better performance at low revs. Subtle changes have also been made to the rear suspension linkage, aimed at better handling and increased durability.

Light my fire

Sunny skies blessed the launch on day one, but the real test of rider and machine came on day two when Victoria’s unpredictable weather took a turn for the worse, dumping heavy, non-stop rain. The clouds finally gave way to blue skies and sunshine late in the day, only when it was time to head for the airport…

Single-digit temperatures and constant rain aren’t inspiring conditions to ride in, but the sound and feel of the Sherco 300 two-stroke seemed to eliminate the cringeworthy weather and instead of being reluctant to ride, the 300 sparks you up and lights a fire inside. Well, that’s what it did for me.

With a seat height of 950mm, the Sherco isn’t the shortest enduro brand on the market, but the way the ergonomics come together the Sherco puts the pilot in a commanding position. You really have a sense of being on top of the bike and ready to take charge.

The relatively low bend of the tapered aluminium handlebars was perfect for my small stature while other riders at the launch felt the need for taller ‘bars. Remarkably, that was the only criticism I heard throughout the launch.

Sticking with carbies

Idling towards the enduro loop in the teeming rain, there was a lot to appreciate aboard the Sherco 300. On a lesser bike I’d be shivering and cursing at having to test ride in such atrocious conditions, but aboard the Sherco it felt like clear skies and good times ahead.

There’s a sense of quality about the 300 with its neatly routed cables, Progrip hand grips, Polisport handguards, Neken triple clamps and gripper seat cover with raised ridges at the rear to keep the rider from sliding back under hard acceleration. With quality details throughout, it’s easy to see why the Factory models are the more expensive option.

The KYB suspension and the full FMF exhaust system on the 300 two-stroke are the big-ticket items that pump up the price, while the smaller details add even greater value.

While Sherco has developed and tested fuel injection for its two-strokes, the 2020 models all run Keihin carburetors. Sherco claims to be ready to go with two-stroke fuel injection when emission laws demand it, but for now the company is sticking with carburation as it’s considered to deliver higher performance.

It’s hard to argue with Sherco’s logic, with the 300 two-stroke starting in an instant every time the you hit the button, whether stone cold or with steam pouring off the engine after a drenching lap of the enduro loop.

Pre-mix fuel is fed from a clear 10.4-litre fuel tank and current Sherco two-stroke owners will be pleased to hear the fuel tap has been relocated for easier access. Fuelling of the 300 SE two-stroke is so well sorted it behaved even better than the four-strokes. In my opinion, it starts quicker and cleaner than the four-strokes, handles low revs as well as it does a wide-open throttle and never came close to stalling. That’s impressive for a two-stroke.

What’s the 300 like in the wet?

In wet, horrid conditions when I’d expect a powerful two-stroke to be a handful, the 300 SE Factory is amazingly manageable. It’s a versatile machine with enough torque to be chugged around a tight, wet track in third gear, almost like a four-stroke, or it can be revved like a motocross bike to create that much-loved two-stroke note. Luckily pro enduro riders Andy Wilksch and Jonte Reynders from the Motul Pirelli Sherco Race Team were on hand to demonstrate the potency of the 300 two-stroke, making the soaked and slushy MX track look like perfect loam.

KTM helped reignite Australia’s love of two-strokes with its smooth and torquey electric start 300 EXC. Since then, 300cc two-strokes have continued to grow in popularity alongside the growth of extreme enduro events throughout Australia and around the world.

Sherco’s 300cc Factory two-stroke is also winning fans with its rideability and versatility, outselling every other Sherco in the range. At $14,690, the Sherco is also more affordable than the KTM equivalent that retails over the 16K mark.

Quantum leap

Fifty cubic centimetres doesn’t sound like much, but the difference in power between a 250cc enduro four-stroke and Sherco’s 300 SEF Factory is incredible. Sherco’s mid-size thumper, fitted with Akrapovic exhaust feels nothing like a beefed up 250.

A closer comparison would be a tamed down 450. Where a quarter-litre four-stroke, especially an enduro model that carries more weight than a motocrosser, depends on high revs for optimum performance, Sherco’s 300 four-stroke has a combination of torque and power that enables it to pull hard at any stage of the rev range.

According to Sherco, the combination of Aussie enduro sensation Matthew Phillips and Sherco’s 300cc four-stroke helped accelerate the brand’s growth in Australia. Having Matthew win the Enduro World Championship outright in 2016, on a widely underrated machine brought major attention to the brand and specifically to the 300 thumper, and deservedly so. It’s a sweet machine.

With power that’s easy to access and easy to handle, the 300 inspires confidence to a level that encourages you to push harder and that’s where the excellent handling of the KYB suspenders come into play. On the cheaper Racing model 300cc four-stroke, fitted with WP suspension, I was selective on lines, especially through sandy, whooped-out sections.

On the KYB-shod Factory model it was a different story. I felt far more at ease barrelling into the whoops, knowing the suspension would soak them up. With confidence on the upswing I developed a sense of trust on the Factory 300 that enabled me to be more reckless with line selection and more grateful when the suspension soaked up my mistakes.

If you have the chance through one of Serco’s regular ride days, I encourage you to compare the Racing and Factory 300cc four-strokes back-to-back. I’m sure you’ll agree the extra cost of the better handling Factory version is money well spent.

As for engine performance, you’ll be surprised to know the only difference is the Factory model’s Akrapovic exhaust system and richer fuel mapping. The Factory model feels considerably faster and more powerful, again justifying the higher price.

Unleash the beast

Born to satisfy Australia’s thirst for big-bore four-strokes, the 500 SEF Factory is a relative newcomer to the Sherco range. While the French company initially resisted the request to go bigger than a 450, Mojo Motorcycles urged Sherco to meet the needs of Aussie riders and capitalise on such a strong segment within the Australian off-road market.

Once convinced, Sherco quickly developed and released the 500 which has since rocketed up the sales charts Down Under and looks set to pip Sherco’s 300cc two-stroke as its bestseller.

At 60kg on a fat day, I admit to being nervous as I approached the 500, a bit like a featherweight boxer might feel entering the ring against a heavyweight. My only reassurance was the fact the big-bore Sherco is “only” 480cc and not the full-blown 500 – or 510.9cc, as is the current KTM 500 EXC-F.

Surprisingly, those nerves quickly gave way to feelings of excitement, fun and enjoyment. There’s no doubt the 500 Factory has the potential to send its pilot into orbit, but with a respectful approach the big-bore is easier to handle than expected.

With torque for days, there’s no need to rev the 500 and it makes plenty of pace with very little throttle movement. On a waterlogged track, full of low-speed switchback turns, a big-bore four-stroke should be a handful, but the Sherco isn’t.

It settles beautifully into turns and thanks to its grunty engine I was able to run a tall gear and roll the power on smoothly out of corners. The respectful approach certainly pays dividends and conserves energy, but with so much power on tap it’s hard to resist giving it a handful.

Get on the gas hard out of tight turns and the 500 digs trenches, while on faster turns where the rear tyre has a better chance of grabbing traction, the big-bore launches, making it a task to hang on and a challenge to stop before the next corner. It’s not a riding style I could manage for long without collapsing into an exhausted mess, but damn it’s good fun!

Like the rest of the Sherco range, there’s a handlebar mounted thumb switch to change the ignition mapping between traction and power modes and even though most of us will never need to switch out of traction mode it’s interesting to feel the difference. The tamer mode reins the power in to be surprisingly manageable for such a powerful bike, while the power mode unleashes the 500’s inner demons!

Manic and manageable

On the open access roads that linked the single track enduro loop, the 500 was eye-watering fast. I was braced for that extra power to stretch my arms out in the single tracks, but with more focus on throttle control, the big unit on beast mode was still rideable in tight terrain.

With power to burn and a six-speed gearbox, the 500 makes for a potent desert weapon, yet its controllable power delivery and excellent handling also make it capable of hunting at the head of the pack in closed course enduro racing. As for trailriding, this beast will pick its way through tight terrain as readily as it will eat up the open trails.

And with impressive external adjustability of the KYB fork and shock the handling can be tweaked to suit your size and speed. And if you thought a 500cc four-stroke would be too heavy for tight terrain, think again. The 500 SEF weighs in only four kilograms heavier than the 300cc two-stroke at a claimed 109kg.

With a price tag over 16 grand, the Sherco 500 SEF Factory is a lot of coin for a bike that’s going to get dragged through the bush, but for the vast majority there’s not a cent to be spent on setting this bike up for racing or trailriding. With an engine as powerful as this one, often ridden at low revs, it’s also hard to imagine it wearing out in a hurry.

Final thoughts

On a day with single digit temperatures, pouring rain, ruts that turned to rivers and even an uphill track that resembled a waterfall, test riding dirtbikes should have been a chore. It’s a testament to Sherco that such a miserable day could be so much fun.

The 2020 Sherco Factory weapons are a joy to ride, they inspire confidence and make it hard to get off, even when the boss of Mojo Motorcycles, and designated bus driver, is waving you in to avoid missing your flight home.

With prices ranging from $14,290 to $16,390 for Sherco’s Factory range I was surprised to learn they’re more popular than the cheaper Racing models. However, after sampling three of the 2020 Factory machines it’s clear to see why so many riders and racers are forking out the extra coin.

The KYB suspension is a monumental step up from the WP components featured on the Racing range and are worth the extra spend alone. The when you consider the FMF pipes on the two-stroke range and full Akrapovic exhaust systems on the four-bangers, I now appreciate the value for money.

Plus the Factory range feature thermo fans, solid braking discs, bashplates, grippier seat covers, braided brake lines, snazzy blue cosmetic touches, AFAM rear sprockets and more.

If you’re in the market for a new enduro bike, get yourself to a Sherco Ride Day by jumping on to www.sherco.com.au/ridedays and take your current ride for back-to-back comparisons.

Specs: 2020 Sherco 300 SE Factory two-stroke

ENGINE
Type: Liquid cooled, single cylinder, two-stroke
Capacity: 293.14cc
Bore x stroke: 72 x 72mm
Fuel system: Keihin PWK 36
Starting system: Electric start, Shido lithium battery

TRANSMISSION
Type: Six-speed sequential gearbox, hydraulic clutch
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Semi-perimeter, Chrome-Molybdenum steel
Front suspension: 48mm KYB closed cartridge, 300mm travel
Rear suspension: KYB shock, 330mm travel
Front brake: Brembo hydraulic, 260mm disc
Rear brake: Brembo hydraulic, 220mm disc

DIMENSIONS AND CAPACITIES
Claimed dry weight: 105kg
Seat height: 950mm
Wheelbase: 1480mm
Ground clearance: 355mm
Fuel capacity: 10.4 litres

OTHER STUFF
Price: $14,690, plus on-road costs
Availability: Available now
Bikes supplied by: Mojo Motorcycles

Specs: 2020 Sherco 300/500 SEF Factory four-stroke

ENGINE
Type: Liquid cooled, single cylinder, four-valve, DOHC four-stroke
Capacity: 303.68/478.22cc
Bore x stroke: 84 x 54.8/98 x 63.4mm
Fuel system: Synerject digital electronic fuel injection
Starting system: Electric start, Shido lithium battery