Enduro21 heads to France to test Sherco’s new enduro model range for the first time in five years, the complete, seven-bike line-up ridden and rated plus your questions answered.

400 acres of grass fields and forests to test the bikes. Not bad Sherco but could you make sure the weather plays ball? Err, non! Motorcycle manufacturers can work wonders but controlling clouds ain’t something they’ve nailed just yet!

And so it was that conditions for Enduro21’s test of the 2025 Sherco Enduro model range were just about as damp as you will ever ride in.

You really can’t tell how bad somethings are from pictures and video but trust us, this was a wet one. Still every cloud and all that…it actually made for a great test of the bikes, even if the images you see here might not show it.

This test report is a long read but we’ve broken it into topics, so scroll down and check what you might be interested in – we tried to cover it all and answer your questions as much as possible from one day’s riding.

We also made a short video review, watch that here: 2025 Sherco Enduro Range – first test impressions of the new models 

The 2025 model range – what’s new?

The feeling across the floor at the MY25 model presentation was that Sherco hadn’t made any big changes for the new enduro range but overall had improved the bike significantly. Some people were expecting a new two-stroke engine – fuel injected or otherwise – or a new clutch because this one has been around a while now.

On the face of it the new graphics, colours and plastics make the new bikes stand out along with the headline grabbing new airbox and air filter design.

You guys (as ever) told us what was important and the first question asked got a no in answer; there’s not a new fuel injected engine. They’re still making carburetted machines in Nimes for the near future and though we understand a FI system exists and is being developed, it’s not in production yet.

You missed a bit…the new frame design

A fact they didn’t make enough about in the presentation was anew frame across the whole enduro range. It was only the next day after riding sessions when the Sherco staff under the eazy-ups kept asking, “how was the new frame?”, that it became clear this was something to think about deeper.

The best thing we can tell you about the new Sherco frame is how it felt. Not much has changed physically – tweaks to the steering tube, how it flexes with new, machined triple clamps is essentially all – but it makes a noticeable difference when you ride.

Along with the suspension (we’ll come to that shortly), how good the chassis felt in these tricky conditions was our biggest takeaway from this test. A good few months on a ’24 EXC 250, plus tests on latest GASGAS and Husqvarnas, a recent rips on Rieju 300, a WR450F (both on KYB suspension but with quite different frames) all showed the Sherco up to be a confidence-inspiring enduro bike.

It’s a long way from a 125 SE two-stroke to a 500 SEF four-stroke but the character and nice feel from this chassis is there throughout them all. You obviously know when you’ve got zero weight of a 125 2t or a heavier four-stroke, but the confidence in the front tyre was a standout feature on all.

Getting a feel for it

Our test was based on a classic, French, snaking grass test on a gentle sloping hillside plus a decent enduro-ish test inside a forest full of wild boar and which had some higher gear fast sections and some up and downhills which were tricky in the slick conditions.

Pushing for braking on tricky downhill corners, trying to adjust lines to get corner exit grip without smashing through the tapes, edging across long off-cambers or skiing around sweeping bends, speedway-style was all a good showcase for a chassis which liked to help you find the grip and feel.

The new top tube, triple clamps are working in tandem with the standard equipment Galfer brake discs, Brembo brake calipers, Michelin tyres (also medium mousses fitted for this test) and the plush suspension to dish up confidence, steer with accuracy and showcase a sweet-handling bike.

Owners will also be pleased to see a new design for protecting the steering bearings (that’s also true of the wheel bearings), basically a cap to protect from the top, much like a Japanese bike it must be said.

2024 Sherco Enduro highlights:

• New frame is 250g lighter and has a new lower tube geometry and lighter engine mount bolts
• New steering tube is lighter and improves front wheel feel through more flex between the (also new) machined triple clamps
• New steering lock and lower chain guide
• New rear subframe 254g lighter to fit new frame and air box
• New forged shock mounting point
• New front and rear Galfer brake discs (with Brembo master cylinder and calipers)
• Improved bearing seals
• 5mm taller handlebar position
• New fuel tap on 2T bikes
• 250/300 new exhaust pipe more out the way from rocks
• New 250/300 gearbox manufactured in Nîmes factory with closer ratio 3rd to 5th
• 4T models get a new Akrapovic exhausts system
• 200g lighter and more compact fuel pump which also has better fuel regulation
• 250/300 SEF new head design for higher revs by 300rpm (14,000rpm)
• New swing arm on 450/500 improves comfort and traction (already fitted to smaller models)
• New wheels in 450/500 (axle, hubs and spokes) with new “anti-mud system” outside the bearings
• New tilt sensor activates after 5 seconds in a crash

Those KYBs though

KYB suspension features on a number of enduro models on the market. Each having its own setting and spec dictated by the motorcycle manufacturer. After this test we reckon Sherco has it dialled better than anyone.

That’s a fact you hear from all levels of rider and independent suspension experts who pulls this stuff apart for servicing and tuning, tailor it to meet the needs of a average Joe or a Pro rider takes much less work than rival manufacturers’ standard equipment they tell us.

For riders like us, who fall in the middle of that spectrum and enjoy hard enduro as much as enduro tests and the trail, the KYBs on these bikes are as good as it gets on a standard bike.

With stacks of feel thanks to the plush initial part of the stroke, you ride with confidence and find the bike doesn’t just behave in any given situation but actually is helping you. Any adjustment changes are simple and meaningful too and it felt like the same common confidence was tehre across 125 all the way to 500 model.

Even with the huge improvement from KTM (and Husqvarna and GASGAS) for the 2024 models to upgrade their suspension, it’s not this good.

That’s the key to great suspension. You can jump on you bike and go flat out, hit a few jumps, ride a rock garden or tip-toe through a wet, muddy and root-infested wood and feel like the bike is always with you rather than fighting you.

Big bike feels

A fourth gear blast though the trees was wet and slippery with different lines, a few ruts in places, rocks to catch you out and a couple of holes to hoist the front over.

At different points it was easy to lose the rear, the front, hit one of the holes or rocks on the gas and get some head shake – mainly because the big four-strokes are rocketship fast!

But the feel was always there and those slides, especially the front tucks or rear skating out wide, were controllable. It comes back to the confidence thing, if a chassis and suspension work well, they give you confidence and this new chassis gives it in spades.

A new 245g lighter subframe should be helping agility and with a low battery in the bottom of the air box, direction changes have an accurate feel compared to some other bikes.

Airbox changes

Much was made about the new design of the airbox and filter. It’s meant a new subframe as well and overall a much neater design and layout for the wiring system with relays and battery now tucked away in there.

The panel comes off easily with one hand and with a bit of practice, putting it back could also need just one – we tried! Either way it is quick and easy making filter changes simple thanks also to the quick release folder over clip holding the foam filter in place. 

If you’re worried about the large air breather hole in the bottom of the side panel, don’t be, the atrocious weather we were riding in proved it works. There’s a flap inside the side panel which you can’t see too well and there’s a drain hole at the bottom of the box which lets water out quickly.

It does look vulnerable but you have to trust they have done their homework here and thoroughly tested it and, as our video on YouTube shows, even in some pretty horrendous wet riding conditions the filter (and battery) were fine.

The only thing we would say is wet mud getting in the airbox through that gap might be an issue. If mud goes in and clogs up the drain hole then it could cause problems.

What else did we like? Changes to help the end user…

• New look, bodywork (Polisport) and inmold graphics, side frame grip protectors and chain guide on the swingarm are more durable
• Bigger handguards and forks guards as standard
• New air filter and air box design access directly from the side panel (detailed above)
• Relays and battery are accessible inside new airbox
• Access holes on right side panel to remove muffler more easily
• New fuel tap on two-stroke models
• Digital dash is more visible while you ride plus it sits on a new damper to reduce fatigue/stress
• New skid plates on all bikes as standard with improved fixing points for easier removal/fitting
• New side stand with bigger foot pad on the ground
• Lighter (210g) lighter wiring harness plus new routing
• New dampening system for the tank on the frame to protect it from wear
• New linkage axle bolts are lighter, require just one tool to remove thanks to lock tab bolt head design

What was missing from the new model launch?

Not much, it must be said, but a few things stood out and we happily take pointers from you guys here. The new design of the sump guard is clever and, in a world where some manufacturers don’t fit them as standard, it’s great to get a good one out the box.

But where’s the linkage guard? That would surely have cost them next to nothing extra. AXP or S3 Parts sump guards are popular with Sheco owners, expect them for ’25 models coming soon.

New air filters are probably going to be one of the first parts anyone tries to buy with any new bike. We know from experience that a new model doesn’t always coincide with an updated part like a filter being available to buy from dealers or online and we suspect it is the case with the ’25 Shercos. New bikes are expected to be in dealers later in July 2024, let’s see when the filters start filtering in.

No new clutch?

A lot of feedback from Sherco owners to Enduo21 says the clutch could have done with an upgrade. The power unit on the two-strokes is around eight years old now and the clutch suffers in some conditions, especially hard enduro where riders at events like Romaniacs are replacing them on a daily basis.

When a rival manufacturer can make a clutch which lasts all week and some, it’s a serious consideration on the budget.

Keep cool, man

Another element from this press launch which is more significant (and positive) than first impressions gave us was the changes to the cooling system.

A huge claim of 50% more efficient cooling system from the presentation still has us scratching our heads – how can it be if the radiators aren’t twice as big? But silicone hoses as standard on the Racing models, new expansion tank design and new lighter fan contributing to 157g lighter system overall are all good, as are the stronger radiator grills as standard. 

These are meaningful updates especially for regular riders in enduro, especially hard enduro, who tend to test colling systems most of all.

Worried about parts?

Another pointer from our valuable readers was the time it can take to get hold of parts. A common message being if you break something, unless the dealer has it in stock, you won’t be riding next weekend.

Sherco have invested millions in their factory in recent years including a new spares and packing warehouse which they likened to Amazon’s automated system.

We can’t comment on it, we haven’t tried to order parts, but hopefully these changes begin to smooth out the system and bring parts faster.

Clearing up the Racing versus Factory model confusion

We can’t be the only ones who find the names the confusing but there are two Sherco enduro model ranges for you to choose from: the Factory and the Racing editions.

We’ll be honest, we just had to triple check before we wrote it down but, to be clear, the Racing models are a cheaper and lower-spec suspension option while the Factory models are kind of ‘standard’, higher spec and depending on where you are in the world that is around 1000K difference.

All models are available in the Factory range – 125 through to 500 – while the most popular two, the 300 SE and 300 SEF, are the only Racing bikes you will find now.

The idea is to have two bikes at a lower price point and slightly lower spec because some people value that over having race-ready parts.

The open cartridge KYB forks, compared to the closed cartridge type on all Factory models is the main difference but the Racing models still come with a fan, sump guard and in fact much of the same standard equipment.

Finally we come to the engines...

We put this last of all because not a lot has changed here. The biggest change in the presentation we homed in on was the higher-revving 250/300 SEFs. All 4T models get new Akrapovic exhausts – which are more about meeting emissions we think than anything.

But having more revs in the 250-based motors (also updated significantly for the previous model year) is meaningful. Why? Because it gives you more to play with basically and allows, along with new 3rd-to-5th gear ratios, you to live in the thick part of the motors’ power which basically makes it better to ride.

On this test the 300 SEF remained the most enjoyable of bikes and it is not hard to understand why people love it so much. The 250 is great, really manageable, while the 450 and 500 are a big step-up to diesel power rocketships which are awesome to ride. But, as most people already know, the 300 is a best balance of power.

One notable update for the 4T models is a new fuel pump – more reliable, lighter and more compact they say. That said, our only complaint was finding one of the couple available to test had a real habit of stalling, or flaming out as some call it. Sherco said it was a glitz, took it away, plugged it in and said they’d cured it. But for one riding session it was a royal pain the backside!

FYI prices are yet to be revealed but expect an increase on the MY25 bikes by around 500/600/800USD (estimate).

Verdict: The best thing they’ve done is make easier to ride bikes

A six-month period of riding a lot of different bikes gives us a good base for spotting differences, what feels good and what works for enduro.

Standard equipment Brembo calipers biting Galfer brake discs, the ace KYB suspension and the new feeling from the chassis make it hard not to call this enduro bike range as good as it gets at the moment in terms of all-round ability.

Admittedly the weather conditions played into the hands of the two-strokes for us, the 4T bikes were naturally a bit more pushy in the wet. A day later, when it was drying, the 300 SEF suddenly became the bike everyone wanted.

But for our money that made the 250 SE two-stroke the bike we’d take home in a bag if we could. It felt sweet as a nut to ride this carburetted engine which was lively but not over-powering in the conditions.

Second on our list would be the surprisingly good 450 SEF four-stroke which was frightening but an absolute blast to ride.

We have the Beta test coming in a few weeks and can’t wait to pitch that in the mix but so far this year Sherco built the best rated new bikes.

Photo Credit: Mastorgne + Jean Marie Pouget + Enduro21