Sherco Enduro 2023 Range Review

As the old adage goes, ‘if it ain’t broke, don’t fix it’. And that appears to be the route taken by Sherco with its 2023 enduro offerings.

With only a few minor changes to speak of in 2023, is the Sherco range still a serious option for those wanting a high-performance enduro mount? I was keen to find out.

We take our off-road riding seriously here Down Under, and that is obvious by the amount of money we spend on tooling up to be weekend warriors.

European-brand dirt bikes have always been considered a little more exotic than their Japanese competition. Top-shelf componentry combined with high performance has proven to be a winning formula.

From its inception in 1998, Sherco began producing trials bikes. Motorcycle trials requires a bike that is lightweight with a responsive engine and durability. After quickly becoming successful in that field, Sherco began producing enduro-specific models with the same ethos.

In recent years Sherco has been at the forefront of both enduro and hard enduro competition around the world.

Many of us still take notice of what wins on Sunday as a guide on what to buy on Monday. Sherco has become a real option to the more traditional European bikes of choice, from KTM and Husqvarna.

As well as its popular trials range, Sherco offers seven bikes in its extensive off-road range split between four-stroke and two-stroke models.

In the two-stroke corner, there is the 125 SE, 250 SE, 300 SE, while in the four-stroke corner there is the 250 SEF, 300 SEF, 450 SEF and 500 SEF.

Sherco has dropped its slightly lower spec ‘Racing’ option with all bikes now ‘Factory’ offerings. This has simplified the production line at the French factory and enabled extra production capacity and earlier release dates.

In the two-stroke corner, we have new graphics and the 125 SE now utilises an electronic power valve system. This has been passed down from the 250 and 300 SE models that have been using this for some time.

The four-stroke line-up has also received new graphics along with the 450 and 500 SEF arriving with a new factory exhaust, a new crankshaft, a revised gearbox, upgraded ignition timing and more efficient cooling.

Sherco chose the Victorian State Motorcycle Sports Complex at Broadford to showcase both its 2023 enduro range, as well as the official Sherco Australia off-road race team.

Our test loop was a mix of medium to slow-speed single trails with a surface of dust, loose shale and plenty of rocks and roots to try and catch you out. I applaud Sherco for choosing such gnarly conditions, where many manufacturers will play it safe by showcasing their bikes on a manicured track to hide any weak points.

I started off by working my way through the SE two-stroke range. The 125 SE is the most unique in the line-up. This bike is a quarter-litre pocket rocket. Its light weight and short wheelbase make it unbelievably easy to stop and turn. As to be expected, its engine has a narrow power curve compared to its bigger-capacity cousins and is happiest when kept on the boil. A slick-shifting six-speed gearbox and light clutch action make that job simple. It’s a bike that keeps you busy but also keeps you smiling.

The 250 SE and 300 SE may only be separated by 50cc of engine capacity but it’s instantly noticeable when riding them back-to-back on the trail.

The 250 SE builds its RPM more rapidly, not unlike a traditional 250cc two-stroke motocross model of yesteryear. Both the chassis and engine are quick to respond to your control inputs.

Meanwhile, the 300 SE is the number one selling Sherco model, which isn’t surprising given the KTM and Husqvarna 300 two-strokes are also big sellers. There is a good reason for this – mid-capacity two-stroke enduro bikes work brilliantly across a broad range of terrain. They are lightweight to muscle with tractor-like low-down pulling power.

With many manufacturers making the move to fuel-injected bikes, and TPI (transfer port injection) proving to work so well in KTM, Husky, GasGas two-stroke models, I was half expecting Sherco to switch to EFI as well.  

But Sherco has retained the tried-and-tested Keihin PWK carburettor… for now, at least. With the 2023 Sherco two-stroke trials model range now featuring electronic direct injection, it surely must be on the horizon for the SE line-up.

In the four-stroke range, I found the 250 SEF a very manageable package; light with enough power to get the job done yet it never felt overbearing. But 450 and 500 SEF models are not for the faint-hearted; both pack some serious punch when you open the throttle.

The 450 pulled like a steam train and the 500 made my own KTM 450 SXF feel like a pussy cat in comparison. For open trails and sandy/soft conditions I've no doubt these models would shine. But on our tight and technical tracks, the 300 SEF was the clear stand-out of the four-stroke offerings.

It’s actually lighter in weight than the 300cc two-stroke and has a strong, linear power delivery from low RPM, then keeps revving until the cows come home.

I arrived at the launch expecting the 300 two-strokes to be the most suitable choice for my kind of riding (technical trail riding), but after lapping on the 300 SEF I can hand-on-heart say it’s my pick of the very impressive bunch.

The track we rode was low in grip with lots of sharp-edged bumps, and the 300 SEF found traction where the others spun. The nature of the four-stroke engine was easier on the body and sure to allow you to push harder on the trail for longer.

KTM uses the mission statement of ‘Ready to Race’ but the Sherco range is every bit as ready for hardcore competition as it would be for general trail duties.

Standard suspension settings on all the bikes were a tad firm for my liking but, being fully adjustable, it’s quick and easy to soften them up. And if the power curve on your chosen model is more than you want then all bikes have an easy-to-use map switch that instantly softens the power curve.

The 2023 Sherco range hasn’t changed much. They were a good bike before and remain a top-shelf option that’s well worth considering.

ENGINE
Type: Liquid cooled, single cylinder, two-stroke
Capacity: 124.81cc/249.32cc/293.14cc
Bore x stroke: 54 x 54.5mm/66.4 x 72mm/72 x 72mm
Fuel system: Keihin PWK 36mm carburetor
Starting system: Electric start

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 fork, fully-adjustable, 300mm travel
Rear suspension: KYB shock absorber, fully-adjustable, 330mm travel
Front brake: Brembo hydraulic, 260mm Galfer disc
Rear brake: Brembo hydraulic, 220mm Galfer disc

DIMENSIONS AND CAPACITIES
Claimed dry weight: 105kg (250, 300), 125 not provided
Seat height: 950mm
Wheelbase: 1465mm (125), 1480mm (250/300)
Ground clearance: 355mm
Fuel capacity: 10.4 litres

OTHER STUFF
Price: $13,499 (125), $14,999 (250), $15,499 (300) all prices plus ORC

ENGINE
Type: Liquid cooled, single cylinder, four-valve, DOHC four-stroke
Capacity: 248.43cc/303.68cc/449.40cc/478.22cc
Bore x stroke: 78 x 52.2mm/84 x 54.8mm/95 x 63.4mm/98 x 63.4mm
Fuel system: Synerject digital electronic fuel injection
Starting system: Electric start

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 fork, fully-adjustable, 300mm travel
Rear suspension: KYB shock absorber, fully-adjustable, 330mm travel
Front brake: Brembo hydraulic, 260mm Galfer disc
Rear brake: Brembo hydraulic, 220mm Galfer disc

DIMENSIONS AND CAPACITIES
Claimed dry weight: 105kg (300), 109kg (450,500), 250 not provided
Seat height: 950mm
Wheelbase: 1480mm (250,300), 1490mm (450,500)
Ground clearance: 355mm
Fuel capacity: 9.7 litres

OTHER STUFF
Price: $15,499 (250), $15,999 (300), $16,799 (450), $16,999 (500) all prices plus ORC