2020 Sherco Racing enduro launch review

It’s hard to believe Sherco has only been around since 1998. With a huge range of trials and enduro bikes to choose from and a host of championships to its name, it feels like Sherco has been part of the off-road motorcycling landscape for a far greater length of time. Not only has Sherco cemented itself as a competitive force in its hometown of France, Sherco is also enjoying massive growth worldwide, most significantly in Australia.

Credit must be given to the Aussie importer of Sherco enduro models since 2014, Mojo Motorcycles, which has spread the Sherco vibe so effectively that Australia is now the second-highest seller of Sherco enduro bikes worldwide – the number one spot being held by Sherco’s home country, France.

Despite the Australian motorcycle market experiencing sluggish sales recently, Mojo Motorcycles claims a consistent annual growth rate of an impressive 50 per cent and, with exciting new models in the wings it looks like Sherco is destined for bigger and better in the years ahead. Adventure models are at the forefront of Sherco development while there’s also talk of kids’ fun bikes on the horizon.

With a price tag over 16 grand for Sherco’s most expensive enduro model, it’d be easy to assume Sherco only builds bikes for seriously cashed-up riders with a thirst for competition. But there’s more to the company than high prices and championship-winning motorcycles.

Sherco also manufactures the competitively priced Racing range of enduro bikes, aimed squarely at the recreational market. Starting from $11,490, the Racing range is six bikes strong with a 125, 250 and 300cc two-stroke, while the four-stroke offering consists of a 300, 450 and 500cc. At the recent Aussie launch at Krusic’s Ride Park in Victoria, Bikesales had the chance to sample the 250cc two-stroke and 300cc four-stroke.

When I think of 250cc two-strokes I picture legends like Jeremy McGrath, Ricky Carmichael and Chad Reed using these bikes to launch over triples and blitz across whoops in the pinnacle of dirtbike racing, AMA supercross. While it was amazing to watch and listen to those bikes in the premier class of supercross, they hardly seem the style of bike you’d want to take trailriding, not unless you had a Kamikaze style approach to riding through the bush.

While 250cc two-stroke dirtbikes are known for their potency, the Europeans have done an incredible job of transforming these power-packed, point-and-shoot missiles into well-mannered, user-friendly enduro bikes.

Sherco’s 250 SE-R is a shining example. Despite the lion’s share of development going into four-strokes during the past two decades, the Sherco has a modern feel with an ergonomics package that sits you high in the saddle and in a commanding position. The addition of electric start and a superbly sorted fuelling system make the 250 SE-R easy to start, content to idle and a joy to ride.

Riding a two-stroke has the power to bring back fond memories, but it hardly feels like a step back in time. The Sherco feels up-to-date and relevant. Lovers of modern technology may say the Sherco is losing its tech edge in comparison to KTM enduro two-strokes that now feature fuel injection, although that system hasn’t been without its teething problems. Sherco would likely respond with the fact fuel injection is ready to roll out on its two-strokes as soon as emission laws call for it. For now, Sherco prefers to stick with the performance of the Keihin carburetor.

In a competitive market where pricing is critical, the Sherco stacks up well against 250cc enduro two-strokes from KTM, Husqvarna and Beta. At $12,290, plus on-road costs, the Sherco is cheaper than all three brands by up to $1700. Gas Gas is another Euro brand in the 250cc mix, however 2020 pricing was unknown when Sherco held its new-model launch.

Speaking of new, there isn’t a lot to cover in terms of updates to the 2020 Shercos. Cosmetically, the two-stroke Racing range scored fresh graphics, a change to Manganese coloured clutch and ignition covers and cylinder head and a new carbon-look plastic muffler tip.

Performance-wise, there’s a new reed block plus several tweaks to shave weight, while the rear suspension linkage system has been upgraded for increased durability and a smoother ride. Clutch lubrication has also been improved for a lighter feel at the lever.

While the Sherco 250 SE-R is currently one of the most affordable quarter-litre enduro bikes on the market, it’ll be interesting to see if Sherco can maintain its price advantage when emission laws kick in, demanding the French brand to follow KTM’s lead and switch to fuel injected two-strokes.

I wouldn’t normally recommend a 250cc two-stroke to a novice rider, but the Sherco 250 SE-R is so user-friendly and controllable it could be handled by a rider with limited experience or a rider returning to dirtbikes after years of family commitments.

Don’t get me wrong, the Sherco can be ridden at high revs to deliver an adrenaline-charged experience, but when kept lower in the rev range the power is smooth and predictable. There are no nasty spikes or hits in the power delivery to scare off a relative newcomer.

Related:
2020 Sherco Factory enduro launch review

The beauty of the 250 is it can be chugged through tight trails in second or third gear, albeit with regular clutch work, for a mild-mannered ride or you can knock it down a cog, build the revs and experience the buzz of a 250cc two-stroke on the pipe.

Despite the switchback turns of our test track I didn’t go near first gear. In fact, first gear was so redundant I didn’t even bother with it from a standstill. To spread the gears out and for a more comfortable cruising speed on open trails I’d recommend adding at least one tooth to the front sprocket.

In a typical trailriding scenario, where you don’t cover the same track twice, the handling of the 250 SE-R would be hard to fault. However, the Sherco launch featured an enduro loop that meant we had the chance to pound out lap after lap of the same track. As familiarity of the course increased and the pace along with it, the deficiencies of the WP suspension package came to the fore.

At a quicker pace, over chopped-out terrain the bike tended to deflect off square-edged bumps rather than soaking them up. Instead of grabbing a fistful of throttle and hanging off the back of the bike through rough sections, it became necessary to be more selective of lines.

Big jumps might not be a regular feature on an average trailride, but there were a couple of opportunities for air time on the enduro loop. Let’s just say the 250 SE-R flies better than it lands. Prior to any suspension adjustments I found the 250’s suspension had a dead feeling when it landed off jumps.

It didn’t soak the landing smoothly and feel ready to accelerate away, so Sherco race team manager Derek Grundy increased the rebound speed on the WP Xplor fork, simply by twisting the red dial by hand on top of the right fork leg.

The white dial on the left fork is for compression adjustment and both fork legs also feature spring preload adjustment, again without any need for tools. The WP shock got a similar rebound speed adjustment resulting in a much better suspension action on hard landings.

As mentioned, the standard handling of the Racing model 250cc two-stroke would tackle most trailriding scenarios with ease, but if you plan on setting lightning fast lap times at enduro events you’re bound to get better results by fine-tuning the suspension. Another alternative for serious enduro racers would be to save up the extra $2000 to buy the Factory edition featuring KYB suspension.

It might be unfair to compare the Sherco 300 SEF Racing four-stroke to the fully decked-out Factory version, considering there’s almost $2000 difference, but both models were at the launch, so comparisons were drawn.

To look at, both bikes are impressive with the quality of componentry including Polisport plastics, handguards, frame guards, anodised Excel rims, gripper seat covers, tapered aluminium Oxia handlebars, braided brakelines, Brembo brakes, Trailtech digital speedos and the list goes on.

As for obvious differences, the more affordable Racing variant runs vented brake discs compared to the Factory’s solid discs; the seat cover is not as grippy on the Racing model; the base model doesn’t have a thermo fan like the Factory version; the Racing runs WP suspension instead of KYB; and the Factory version gets an exhaust upgrade from standard to full Akrapovic.

So, how do those differences translate to the track? I was amazed by how different these bikes feel. Power and handling are where the big differences lie. The engine of the Racing 300 feels like a 250 on steroids while the Factory version has so much more power everywhere it feels more like a tamed down 450 than anything like a 250.

Apart from the obvious differences in exhaust systems, I was curious to know what else had been done to the Factory 300 to give it so much more grunt. The tech guys explained the only other difference is a leaner fuel mapping on the Racing model. I was shocked! I knew Akrapovic exhausts had a good reputation, but I had no idea it could create such a drastic transformation.

While the Racing 300 has less power than the Factory version, it’s still an impressive engine. It has the torque that’s lacking from most 250cc four-strokes so it can handle tight tracks at low revs without the need for constant gear changes and clutch abuse. Its similarity to a 250 was felt on the immaculately prepped motocross track at Krusic’s Ride Park.

The flowing layout presented the opportunity to wring the neck of the 300, like you would a on a 250, but with more power. More speed and more fun. Team Sherco riders Andy Wilksch and Jonte Reynders were able to employ the same approach on Sherco’s 500cc four-stroke, but that requires a skill set and level of commitment that most of us can only dream of. Simply put, the 300 SEF-R has enough power to be exciting but not enough to be intimidating.

Ergonomically speaking, they feel similar and both layouts make it easy to transition from sitting to standing. I preferred to ride standing up on the Racing model purely because of the blisteringly firm seat foam.

I’d expect a race-bred bike to run a firmer seat than a bike built for trailriding but in Sherco’s case it’s the other way around. Hopefully the softer seat foam makes its way onto the Racing version in models to come.

Like the base model 250cc two-stroke, the 300 SEF-R is fitted with WP fork and shock, a quality combo that will handle anything the trail can throw at them. However, as the speed increased during the launch and as the tracks got rougher and the bumps got sharper, line selection became more important to keep the 300 SEF-R tracking straight and under control.

The KYB suspension on the Factory version handled the same terrain without fuss. I was so confident on the KYB set-up that line selection was barely a consideration and I could hit the rough stuff with an almost cavalier approach.

There’s no doubt the Factory edition Sherco 300cc four-stroke is a better bike than the Racing model and for an extra $1800 it would want to be.

While the Sherco 300 SEF-R has competition from within its own ranks in the Factory version, there’s also stiff competition from the likes of Beta, KTM and Husqvarna. The problem here for the Sherco is those brands offer an extra 50cc to entice buyers over. If, however, 300cc of four-stroke power is your sweet spot, Sherco is virtually in a class of its own.

Kawasaki has the KLX300R, but it’s more a fun bike than a serious enduro weapon and the only other 300 thumper available is the Italian made SWM RS 300 R. It’ll get you off-road, but not at the performance level of the Sherco.

With an enduro bike retailing for over $16,000, Sherco could easily earn itself a reputation for producing expensive dirtbikes, but thanks to the base model, the Racing range, the French brand has a great range of two-strokes and four-strokes that are not only competitively priced, but in most cases are considerably cheaper than its opposition.

And while the Racing range is far cheaper than Sherco’s Factory models, these bikes are by no means cheap and nasty. Featuring many aftermarket accessories as standard equipment, including FMF exhausts on the two-strokes, the base models have a quality look and feel. According to Sherco, many of its dealers are constantly chasing used Shercos to compliment their new bike sales – a nod to the durability of well-built motorcycles.

With a slick spare parts department to support the proven performance of Sherco enduro bikes it seems there’s plenty of reasons why more Aussie trailriders and racers should give the French brand a go.

ENGINE
Type: Liquid cooled, single cylinder, two-stroke
Capacity: 249.32cc
Bore x stroke: 66.4 x 72mm
Fuel system: Keihin PWK 36 carburetor
Starting system: Electric start, Yuasa 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 WP Xplor fork
Rear suspension: WP shock
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: $12,290 plus on-road costs
Bike supplied by: Mojo Motorcycles
Availability: Available now

ENGINE
Type: Liquid cooled, single cylinder, four-valve, DOHC four-stroke
Capacity: 303.68cc
Bore x stroke: 84 x 54.8mm
Fuel system: Synerject digital electronic fuel injection
Starting system: Electric start, Yuasa 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 WP Xplor fork
Rear suspension: WP shock
Front brake: Brembo hydraulic, 260mm disc
Rear brake: Brembo hydraulic, 220mm disc

DIMENSIONS AND CAPACITIES
Claimed dry weight: 102kg
Seat height: 950mm
Wheelbase: 1480mm
Ground clearance: 355mm
Fuel capacity: 9.7 litres

OTHER STUFF
Price: $13,590 plus on-road costs
Availability: Available now
Bike supplied by: Mojo Motorcycles